The truth about oil change intervals and analysis

no detergent cast rings chrome rings yes, when chrome rings were very hard and you had to sharpen them like a 220 or 280 grit and that's how you finished it, it was very hard so you had to run. that chrome because that chrome was lumpy and bumpy, if you could graph it like the zinc was on this axis and where it is on this axis, when you have very little zinc you have very high wear as you add zinc it starts to fall off, you keep adding the zinc it goes back up so here is adhesive wear which is metal and metal contact here is corrosive wear think about scraping the paint if the paint is too thin friends if your brain is swelling just take a couple deep breaths times and staystay with us here just stay with us there is a reward continue continue when the paint is very thin it is very difficult to scrape the paint is thick it is like butter so that thick film of zp from that higher level of zinc is just corrosive wear because the zinc actually reacts with the surface of the metal and creates a film that is not on top but is actually bonding together, that's why I said you're actually breaking the rings there on the Sim tester because my chemistry is so active on the zdp side I'm chemically wearing those surfaces together.

I don't want it to get out of control mechanically. I've controlled the chemical wear with the additive package that's in that oil and you're starting the process right there in Sim's tester, which I would do. What I do is I put that same oil in the engine and then run it for the first 30 minutes or so, drain it again and then they can put whatever and then they can follow the manufacturer's recommendations for when they reduce the amount of zinc in oils to extend catalytic converter life which started in the early 90's, so before the limit there was nothing, no limit on the amount of zinc in the oil, but most oils would probably be between 1,200 and 1.00.

ZDP range of parts per million and they put a limit of 1200 there, it didn't affect anyone. Building engines nowhere, why? Because that level of zinc at that time with the amount of detergent in the oil was fine, by the way, catalytic. converters lived 80,000 Mi anyway, but when the EPA wanted them to go further, say 100,000 miles 120,000 Mi on the cat, they could put more platinum and larger plaum converters in the car and cost them money, or we can reduce the number of zinc. in oil that's cheap for me, yes that's cheap, I have to buy zinc, he says everyone is right, so here we just make there be less zinc in oil, it wasn't until 2004 when zinc levels They went down to 800 parts per million and then the calcium levels went up a lot because the detergent levels had been increasing, so as the zinc levels went down, the detergent levels went up and it was in 2004 when that critical mass was reached where the levels Zinc levels were low enough, detergent levels were high enough. that every flat camshaft Ty in the world started dying, that's when I was at Gibbs and we came out with Breakin Oil and all that kind of stuff and that's where the history of oil started, but the point even between 1500 and 3000 parts per million zdp, which is what's in that oil over there, you can go 100 miles, it won't hurt the cat, so long story short, run Sim's test with Gibbs breakout oil, use Gibbs brake. the vehicle running it for the first hour is enough or I would absolutely quit it is all it takes says start here we are done here yes yes the chemistry will do what it is designed to do in 45 minutes to 60 minutes total . right, I have a question about the chemistry now that you're talking about the zdp, how it binds with the material, am I diluting the zdp in that, you know, by running it through so many engines, the ZD level of the zdp level falls into that machine I did clean that machine, but the new oil ran 100 engines.

I take a sample of the oil, take a sample of the oil, analyze the oil, the phosphorus level because it's the phosphorus, the p in zddp, that really does all the work. not the Z, it's the p and you ran 100 motors through it, but it says at 25, at 50, at 75 and finally at 100, we took a sample from each of those points, you would see that the phosphorus level goes down because it is eliminating because the oil is a carrier for it and as it moves around it goes so yeah it's depleting over time I got you uh by the way everyone who wants to know how to control their oil the chemistry , this guy's company would be the place. and we'll leave you a link at the end of this video, so watch it and we'll give you a link.

It's science, not speculation, thank you, thank you, the mistake I see most often that people take care of their cars, yes, cars. they're meant to be driven I see it, I totally agree with this, you're listening to the Highway Patrol, yeah, I see it more like the guys who have Porsches and stuff, they're going to buy their new Porsche and it's them their whole life. So I get it, it's a big investment and they don't want to damage it and they want to take care of it. It's meant for autobond, not for cruising around the parking lot, not for cruising around Centerville, Utah.

Piston rings need load to break. It's not the static tension of the ring that causes it to seal, it's the combustion pressure, yes, that pushes the ring out, if you don't push it, if there's no load, it won't seal and I'm telling you some of the Today's rings are like a piece of wire, I mean, there's no tension in them at all, a proper piston ring, eh, it's a proper track, a proper piston ring in total, it's still old school. I know well so I love it because in the old days I, yeah, ring 16. was big then 043, that was a racing ring, well today those same guys wear a 5mm, 6mm, 2mm ring , but it will last three to four runs, yes, without touching the short block and it will do the same powers it had, as new as before.

The little black Chevy from school that had that 564 564 363 that's how that giant ring is laid out was just wearing down the cylinder board now we have yeah obviously harder materials today we have thinner rings better material better coatings than they can reduce friction, we do all that. and at the end of the day you come up with a better part, it's just Materials Science advancing what we're doing so the engine becomes more efficient and lasts longer. You sent us a set of rings, uh, no spaces, we are, we are, speed. from Air Technology, yeah, yeah, Bill came in and we're using his pistons now and some of our monster engines, the upgrades and fascinating things, fascinating things about lowering exhaust temperatures and diesels, he's saying this is better. piston for direct injection and you sent us a set of piston rings, second ring without gaps, so tell us about the ring pack that we are going to use on these pistons and why we want to use this improved ring pack for a diesel one.

One of the key things is that fuel is the enemy of oil. You know the oil will do its job. It is pollution that causes the oil to break down well. The main source of pollution in diesel is soot. Why a diesel ring pack is different. So the top ring, for example, is a trapezoidal style ring and they use it on the top ring of a diesel because of all that soot that wants to get into that ring. It grooves and causes it to stick, but this is basically self-cleaning because the ring is always spinning and the piston rocks a little bit so that rotation and that rocking motion allows it to act as a scraper and break up the soot to prevent it from blocking the ring. in that top ring.

Mhm slot, we pulled the cumin down and this ring was thin. what caused that was the soot that wears it out so much is what wears out a diesel engine when, for example, Caterpillar Cumins Mac, when they do oil testing for a diesel engine, they prefer oil, they take carbon black which basically contains particles hard carbon and load it. carbon filled oil initially to do a 150 or 300 hour test for the engine to wear out, they have to prepare the oil otherwise it won't wear out fast enough. The Keystone ring that's there is designed that way to clean that soot off that is. why it's a cornerstone, yeah, that's why we're not going to move away from the cornerstone on the diesel, no, okay, so we did it differently on the second ring.

Here it is opposed to having a second traditional Gap ring as you normally see what we have. Ready for your motors here for that pack we have made it gapless so a gapless ring is not a gapless ring because this is a gapless ring pack it is essentially two overlapping rings now the motor doesn't know that there is a space. and the key to this goes back to what we mentioned earlier, pollution is the enemy of your oil, this is a physical barrier to that, so the little 20, you know, 15 20, the gap, uhhuh, is allowing that enough soot passes through to hit the oil ring, uhhuh, so it's in the oil and then we're running downhill, yeah, you've got two things that second gapless ring does: it keeps the soot out of the oil, so it reduces in greatly the amount of soot that gets into the oil, which does two things: it extends your engine life and it extends your life, the other thing is just putting that little ring with no gaps on that second ring.

Groove It Cuts your punch in half. We did a test at Jeremy Waggers, right, uhhuh, with one of his Cumings engines from Street Fighter, right? Street Fighter. oh the wagler wagler man, the guy does crazy things, 3000 horsepower diesels are crazy right on an 800 horsepower tune up, going from a conventional second ring to a gapless second ring, no it only reduced the leak from basically 10 inches of pan pressure to five that it chose. up to 40 horsepower The blow creates vapor The vapors create that shit that we're, you know, getting into our collectors that we're pumping through our c our SE our, yeah, all that stuff, so at any time we can reduce the Crankcase pressure, hallelujah, oh yeah.

Because it's like clogging your arteries and all that, the more vapor that moves through the EGR system, the shorter the life of the EGR system, so if I can cut that in half, you're basically doubling the life of your EGR system. and you and the horsepower will increase. because you don't have that pressure pushing on the back of your pistons and yeah every time you reduce that's like a fire bonus yeah that's cool that's not why you do it but it's a nice little bonus package that you can get now by making a second one without spaces and not without spaces on the top, do you run the risk of the ring shaking with your top?

Very good, good question, Joe, so that's great, because, right, that's a question that people have about having a second ring without gaps, so you have to realize that. The ring to take off there has to be a pressure differential and a force induction motor does not happen. Makes sense. What is something that would be acceptable in a daily diesel driver for oil consumption in an engine that has been well maintained and you know it has 50,000 miles on it. What if you inspected all the different OEMs and got something in the neighborhood of about one pitch per 1,000 miles?

That's what they would consider acceptable, so that's the answer to gasoline. Same thing, okay, next question, uh, I get a lot of motors down and I ask people, you know, I want to talk to the patient, get the patient's history, so I ask the customer when we have a motor that goes down, whether it's a diesel. or a gasoline and I wonder where the oil

change

interval was? You know how good they were. Some people have no idea. It's a question, but it will be a statement. My theory is that the manufacturers recommended service interval is just for them. to take that out of their warranty period, I don't think they're all that concerned about the longevity and durability of that entire system.

I don't see the benefit of waiting 10 or even 7500 miles to

change

the oil, am I wrong? No, let's say this way that those longer drain

intervals

are because they get credit for their Coffee. Their average corporate fuel economy by having longer drain

intervals

because that means less used oil going into the environment and also reduces the cost of ownership is 10,000 Mi. 15,000 miles is that what's best for your engine is not at all what's best for your engine, it's what gets them through the warranty and checks other boxes for them, so it's not really a magic number, no there is a magic drain interval number, it's all about how you use the vehicle and the better the quality of the environment, there are so many factors that go into it and what kills me is that there are so many cars that have maintenance indicators, they are just clocks , I know or I want to say.

You're not smart like at least those at GM. There is a downtime algorithm. How long are 60 70 million hours? ButMy daughter's Toyota is a watch and is based on mileage. Yes Nissan, it is based on mileage. Yeah, hey, in our. Warranty Statements On all of our engines we require a 3,000 mile oil change or oil change interval which we do to maintain our warranty which is one of the best in the industry. I require a 3,000 Mi oil change and people say that's more than the manufacturer and then I look at them and say my engine is going to last a lot longer than yours we are the manufacturer you know I'm the new manufacturer there is a reason Why your engine was here in the first place, right? and sometimes you see the light go on in their heads and they say, "Okay, I got it, yeah." If you really want to have that vehicle for the long term and get the most out of it, the only way is that you will know what is best for your engine and where. you live, how you drive is to do oil

analysis

, if you don't have data you're just guessing, you know the people who invented used oil

analysis

were the US Navy during World War II, let's actually know maintenance predictive, not time-based. maintenance when necessary when the oil analysis told them to do it, they had fewer failures overall because there was now less chance of someone doing something wrong, contamination was getting into the system which had fewer maintenance induced failures, reliability increased in either Anyone who has flown a commercial airline can thank used oil analysis for keeping you alive because everyone does it, it's the backbone of most industries, but it's almost unheard of in the automotive industry, which is a shame. , so you need to see how the motorwell geek and Sello total how it all works together.

I see. I see there is synergy here. Yes, I absolutely see it. This is amazing, thank you so much, oh man, thank you. The sun came out too, look at that, yeah.