“5W-40 synthetic” is a specific type of engine oil. The numbers describe how the oil flows when it’s cold versus when the engine is hot, and “synthetic” generally means it’s engineered to handle heat and wear better.
Motorcraft is Ford’s own brand of oils and other fluids. The point being made is that you should focus on using the right oil spec and changing it regularly, not just picking a brand.
“15W-40 conventional” is another specific oil type and thickness. The key idea here is that different oils behave differently in cold starts and hot running, and the engine may not tolerate the wrong combination for long.
A “dealer regimen” is the maintenance schedule a dealership recommends. The host is saying that if the truck follows that plan using the wrong oil type, it can lead to serious problems.
“Catastrophic failures” means the engine can fail in a very serious way, often with expensive damage. The host is saying they’ve seen this happen in connection with oil choices on these trucks.
“Service interval” means when you’re supposed to do maintenance—like changing the oil. Waiting too long can let the oil break down and stop protecting the engine.
Car
6.7L Powerstroke
A “6.7L Powerstroke” is a specific Ford diesel engine size and model. The point here is that the oil you use—and how often you change it—matters a lot, because the wrong setup can lead to engine problems.
A “lifter” is a small engine part that helps open and close the valves. If lubrication isn’t right, it can wear or fail, which can lead to bigger engine problems.
This test compares how well each cylinder is sealing and building pressure. Instead of focusing on one exact number, it looks for cylinders that are noticeably weaker than the others.
A scan tool is a device that plugs into the truck and reads the computer’s fault codes. It helps the mechanic figure out what system is causing the warning light.
The after-treatment system is the part of the exhaust that helps reduce pollution. If it has a problem, the truck may light the check engine light—even if the root cause is something else happening in the engine.
Blow-by is when hot engine gases sneak past the piston rings and get into the area where the oil sits. If it’s excessive, it usually means the engine’s internal seals/rings aren’t sealing well anymore.
A catastrophic event is a sudden, major breakdown where the engine or drivetrain fails badly. They’re saying most of what they see isn’t that kind of instant disaster—it’s usually gradual wear from neglect.
The fuel system is everything that gets diesel from the tank into the engine. If the host says they haven’t had to work on the fuel system, it usually means those parts haven’t been failing or needing repairs.
Additives are extra chemicals people sometimes add to oil to try to improve how it protects the engine. Here, the host says they don’t use extra additives—just the oil they’re already running.
The message center is the truck’s screen that shows warnings and reminders. They’re saying it tells them when to change the oil, and they follow it right away.
The check engine light is a warning that something in the engine or emissions system needs attention. The point they’re making is: don’t wait—bring the truck in as soon as the light appears.
Valve stems are part of the engine’s valve system that helps the valves open and close correctly. If valve stems “snap,” it can cause major engine damage, so it’s a big reliability concern.
Term
oil pan design
The oil pan is where the engine oil sits. If the design changes, it can affect how reliably oil gets to the pickup, especially when the truck is braking, cornering, or working hard.
Term
turbo issues
Turbo issues are problems related to the turbocharger, which forces more air into the engine for better power and efficiency. On modern diesels, turbo-related failures or wear can be influenced by oil quality/maintenance because the turbo relies on clean, correctly viscous oil for lubrication and cooling.
Oil weight is basically how thick the oil is, especially when it’s cold versus when the engine is hot. Using the wrong thickness can mean less protection for engine parts.
Bearings are the surfaces that let moving parts spin smoothly. Bearing clearance is the tiny gap they run with, and if the oil isn’t doing its job, that gap can lead to overheating and major engine damage.
When a new engine is built, the parts need time to wear in together. Changing the oil early helps flush out the extra debris that can show up during that initial period.
Heat cycles are a controlled way of getting a new engine up to temperature and letting it cool down. It’s meant to help the engine parts “settle in” safely during break-in.
“1030” refers to the oil’s thickness. The first number is about how it behaves when it’s cold, and the second number is about how it stays thick when the engine is hot. If the oil is the wrong thickness for your engine, it may not protect as well.
They’re basically saying changing the oil is much cheaper than replacing an engine. Oil helps protect engine parts from wear, so keeping up with oil changes lowers the chance of serious damage. Think of it like paying a small cost now to avoid a huge repair later.
“200 hours” means they’re talking about how long the engine runs, not how many miles it drives. For trucks that do a lot of work while sitting (like PTO-driven jobs), hours can be a better measure of wear than miles. That’s why they recommend service based on runtime.
PTO means the engine can power extra equipment on the truck. For example, it can run a boom or hydraulic system even when the truck isn’t driving. Because the engine is working hard for long periods, maintenance schedules may need to be based on hours.
“Regen” is when the truck cleans out its exhaust filter by burning off soot. That process can affect the engine oil because it changes how the engine runs during the cleaning cycle. So oil service timing can depend on how frequently the truck regenerates.
Those numbers are oil “thickness” ratings. They tell you how the oil behaves when it’s cold versus when the engine is hot, which affects protection and wear.
The DCR pump is a replacement/upgrade for the fuel pump. It’s discussed as a way to make the truck’s fuel system more reliable and avoid expensive failures.
CP4 is the name for a key fuel pump on the 6.7L diesel. Some versions are known for failing, and when they do, it can cause major fuel-system problems.
A disaster prevention kit is an aftermarket set of parts meant to lower the odds of a serious fuel-pump failure. The goal is to protect the fuel system from damage that can be very expensive to fix.
A DCR conversion is an upgrade to the diesel fuel system. The idea is to lower the chance of fuel-system trouble, especially on used trucks where you don’t know how the previous owner maintained it.
Contamination means the fuel got dirty—like water or debris mixed in. When that happens, it can damage sensitive parts in the fuel system, which is why they’re finding rust and other problems.
A rail valve is part of the high-pressure fuel “rail” system that regulates and controls fuel pressure for injection. The hosts remove the rail valve and regulator valve to inspect for contamination and rust, implying these valves can reveal how healthy the fuel system has been.
The regulator valve controls fuel pressure in the high-pressure system. In this segment, they remove the regulator valve along with the rail valve and find contamination, suggesting the regulator’s condition can indicate broader fuel-system health.
Fuel filters are the parts that keep dirty stuff out of the diesel fuel. Changing them on schedule helps, but this episode shows that it doesn’t always prevent contamination from reaching the high-pressure parts.
Hot Shot is a brand of diesel additive. The host’s main message is that whatever additive you choose, you should use it consistently to get the intended protection.
Term
pump fails
When the “pump fails,” it means an important pump stops working. On a diesel truck, that can prevent the engine from getting the fuel/pressure it needs, so you can get stuck.
Term
low hanging fruits maintenance
This phrase means start with the easiest maintenance steps that help the most. The speaker is saying it’s a smart first move, especially if you’re deciding what to do about potential failure risk.
A “conversion kit” is a set of parts that changes the truck’s setup. In this excerpt, it’s discussed as a preventative option, but the speaker says you might still need a pump repair later.
Term
CP for pump
“CP for pump” sounds like a specific way to replace or address the pump. The speaker’s point is that even with a kit, you may still end up paying for a pump repair or replacement.
Part
driver's side rails
“Driver’s side rails” likely refers to the fuel rail(s) or related rail components on the left side of the engine bay. In diesel fuel-system repairs, rails are part of the pressurized fuel delivery path, so if a pump failure occurs, the rails may need replacement or refurbishment to restore correct flow and prevent contamination.
Term
SEMA number
A “SEMA number” is an identifier that shows an aftermarket part or setup is recognized/allowed through the industry’s legal/market process. They’re using it as a timeline for when the conversion became available.
“CARB legal” means the modification meets emissions rules set by California. It’s a way of saying the change is approved to be used on the road in places with strict emissions testing.
Term
CPX
“CPX” sounds like another option some people use instead of the DCR approach. The hosts aren’t fully committing to it, but they’re comparing it as a different method for the same general problem.
“Weight oil” is just the oil type based on how thick it is. The right thickness helps protect the engine, especially when the truck is working hard or starting up in colder conditions.
Term
preventative
“Preventative” here means fixing or upgrading things before they break. The goal is to avoid getting stranded and paying for towing or repairs later.
Term
23-star crankcase filter
The “23-star crankcase filter” is a specific crankcase filtration component the shop updates customers to. Crankcase filtration helps manage contaminants that can build up from blow-by gases and oil contamination, which is why it’s discussed alongside service scheduling.
Crankcase pressure is pressure inside the bottom part of the engine where the oil is. If that pressure can’t escape the right way, it can start pushing oil out through seals. That can lead to leaks.
This system helps the engine get rid of gases that naturally build up inside the crankcase. If it can’t vent properly, pressure builds and can push oil out. That’s what they’re warning about here.
If the crankcase filter gets clogged, the engine can’t vent pressure the way it should. That pressure can then force oil out and cause leaks. The hosts are basically saying: don’t let that filter restriction happen.
Term
rtb sealant
This is a special sealant used to seal parts together. Instead of using a typical gasket that sits in a groove, the sealant does the sealing job. If it doesn’t hold up under pressure and heat, oil can leak.
As the engine heats up, metal parts expand a little. That expansion can stress seals and joints. If the sealing method isn’t designed to handle it, oil can start leaking.
The upper oil pan is part of where the engine oil sits. If it starts leaking, it’s not a quick fix because you have to open up and reseal things carefully. They’re saying it’s a big, costly repair on this engine.
Term
updated 23 style
“Updated 23 style” refers to a newer revision of the crankcase filter/venting setup used on later trucks (the hosts imply a model-year-based change). They recommend switching to that updated style because the earlier “17 and 19 era” filters are more prone to plugging. The key point is that design revisions can materially change how well the crankcase ventilation system flows under real conditions.
Calibration is the computer’s “settings” for how the engine should run and what sensor signals to expect. If you change hardware like the crankcase filter, the settings may need to match or you’ll get warning codes.
A reflash is when a shop updates the truck’s computer with new software. In this case, the computer won’t install the update unless it’s told the truck has the right crankcase filter setup.
The PCM is the truck’s main engine computer. The episode says the PCM update you want may be blocked unless the truck is set up with the correct crankcase filter.
Injector grommets are rubber seals around where the fuel injectors pass through the engine. The hosts are saying oil leaks people attribute to the crankcase filter are sometimes coming from these seals instead.
“Factory style filter” means the original filter design that came on the truck from the factory. They’re comparing it to a newer design and saying the leak behavior can differ.
Fitment just means whether a part will physically work on your specific truck. Even if it’s the “right” part number, different truck configurations can require different versions.
Filter media is the part of a filter that actually catches dirt and debris. If there’s no filter material in the setup, it can behave differently and may not need the same service interval.
A chamber separator is a part that helps separate unwanted stuff from the fluid. Instead of using a replaceable filter element, it uses the shape/flow inside the chamber to let debris fall out.
A remanufactured engine is an engine that’s been rebuilt. Some parts may be reused, but it’s put back together with the goal of working like a properly restored unit.
ISO 9001:2015 is a recognized standard for how a company manages quality. The point is that the remanufactured engines are built using controlled, repeatable processes.
A warranty is the promise that if something goes wrong within a certain time, the company will cover repairs or replacement. The host is saying their engine warranty is more complete than some alternatives.
OEM means the manufacturer’s original design—like the engine or parts that came from the factory. The host is saying you can choose something beyond the basic factory-spec option.
The host mentions DFCDiesel.com as a website where you can learn more and contact the company. It’s presented as a resource for choosing the right diesel engine.
The host mentions “Speed of Air” pistons as a specific piston option used with these engines. Pistons are key parts inside the engine, and the host is saying these are a worthwhile upgrade.
Fuel economy is how far you can drive on a given amount of fuel. If the engine burns fuel more efficiently, you usually get better mileage. In this segment, they’re saying the fuel system upgrade helps the engine use fuel more effectively.
Torque is the pulling strength of the engine. It’s what helps a truck get moving and tow without feeling strained. In this segment, they’re saying the upgrade can improve that pulling power.
The Lucid Air is an electric car, meaning it runs on electricity instead of gasoline or diesel. In a discussion about fuel problems like water or vapor, it may be mentioned because the topic is about keeping vehicle systems clean and working correctly. The key point is that it doesn’t use diesel fuel, but it can still come up in general system-maintenance talk.
Air and vapor in the fuel line can reduce the effective fuel delivery and can contribute to unstable combustion or drivability issues. Diesel fuel systems are designed to keep fuel properly conditioned so the injection system receives consistent, pressurized liquid fuel. The host’s claim that the system removes air and vapor ties into restoring power and efficiency.
Microns (µm) are a unit of length used to describe how fine a filter is. When the host says the system filters debris down to “two microns,” they mean it can trap extremely small particles that could otherwise clog injectors or accelerate wear. Smaller micron ratings generally indicate finer filtration.
Diesel fuel is the fuel used in compression-ignition engines, where fuel quality and contamination directly affect combustion and fuel-system wear. Variations in fuel formulation across regions can change how easily the fuel atomizes and how much residue forms. The host is asking whether higher-quality diesel (specifically mentioned for California) leads to fewer fuel-related problems.
Term
b20
B20 is a mix of biodiesel and regular diesel. The “20” means roughly 20% of the fuel is biodiesel, and that mix can act a little differently in the fuel system than straight diesel.
Biodiesel is a type of diesel fuel made from things like plant oils. It can act differently than regular diesel, which is why some people worry about how it affects the engine and fuel system.
Waste vegetable oil is used cooking oil. Turning it into fuel is possible, but if it isn’t processed and cleaned properly, it can make the fuel system dirty or clogged.
Waste engine oil is old oil from oil changes. People sometimes try to burn it, but it’s usually not clean enough, and it can make the engine and fuel system dirty or clogged.
Term
waste transmission fluid
Waste transmission fluid is old fluid from the transmission. If someone tries to use it as fuel without proper processing, it can cause problems because it’s not meant to be burned that way.
Filtration systems are the filters that clean fuel before it goes into the engine. If the fuel is dirtier or forms more gunk, you may need better filtration to prevent clogs and rough running.
Term
control valves
Control valves are parts that help control how fuel or other fluids move through the system. If they get gummed up, they can stick and cause the engine to run differently.
Water getting into diesel is a big deal because it doesn’t burn like fuel and it can damage parts. The host is saying that water can trigger serious fuel-system problems.
A “fuel additive” is something you add to your diesel to help the engine run cleaner or protect fuel-system parts. The host says they use one but don’t stress too much about the exact brand.
Fuel filters catch dirt and other junk before it can reach the engine. The host is saying staying on top of filter replacement is one of the biggest things you can do for trouble-free running.
Sediment contamination means there are tiny bits of dirt or debris in the fuel. If you see it in the filter, it’s a clue the problem may be coming from the fuel source or the tank, not just the filter itself.
“Fool’s gold” is what the host calls the yellowish residue that can show up in a fuel filter. It can look like metal, but they’re saying it’s often dirt/minerals that got trapped by the filter.
Routine maintenance is the normal scheduled service you do to keep the truck healthy. The host is saying that if the filter looks really abnormal, it may mean there’s a bigger fuel problem that a basic service won’t fix.
Emissions testing is how the state checks that a car isn’t polluting more than the legal limit. California is especially strict, so some parts that fix issues in other states may not be allowed there. That can make repairs harder for shops.
“49 state legal” means a product is approved for use in almost all U.S. states. California usually has stricter rules, so some parts aren’t approved there. That’s why shops may not be able to get the same fixes.
Fleece is mentioned as someone the shop has worked with for parts changes. In the diesel world, companies like this usually sell aftermarket parts that can help fix or improve trucks. The episode doesn’t say which specific product, though.
Company
sima garage
SIMA Garage is mentioned as a diesel shop the hosts’ shop has worked with. It’s part of the real-world context for how repairs and parts sourcing work. It’s not a car part or a technical system.
Company
kc turbo
KC Turbo is mentioned as a company the shop knows well. Because it includes “turbo,” it likely deals with turbocharger work, which is common on diesel trucks. The episode doesn’t explain the specific part in this snippet.
“CARB approved” means the part is legal for sale in California because it meets emissions rules. If a part isn’t approved, shops often can’t sell it there—even if it would help reliability.
An EGR cooler helps the engine reuse some exhaust gases, and it has to survive hot conditions. They’re saying a sturdier “EGR cooler” can be important for reliability, even if you don’t notice it like you would a performance upgrade.
The Dodge Charger is a car designed for performance, usually with a powerful engine. People may bring it up when discussing whether certain replacement parts are allowed or compatible with the way the car is supposed to run. The topic can include how changes to parts like tubing or intake components can affect the engine.
Charger tubes are tubes that move pressurized air through the engine. The point here is that better tubes can fix reliability or supply issues, and they may need special approval to be sold in California.
Brand
s and b
“S and B” is a brand mentioned as making aftermarket parts (charger tubes). They’re saying the part’s location on the engine can require CARB approval for legal sale in California.
Term
california compliant stuff deletes
“Deletes” refers to removing or disabling emissions equipment (often discussed alongside DPF/other aftertreatment systems). The host frames it as “California compliant,” suggesting there are legal/region-specific constraints and that not all delete approaches are treated the same everywhere.
Here, “intake” means the parts that bring air into the engine. Keeping the air filter/air path in good shape helps the engine run well and can improve how it responds.
DPF means Diesel Particulate Filter. It’s a filter that catches soot from a diesel engine so the exhaust is cleaner, and it has to periodically clean itself to keep working right.
Car
Chevy 1500
“Chevy 1500” is a common name for Chevrolet’s lighter-duty pickup. The hosts are saying some people start with one, then later move into older and more expensive heavy-duty trucks.
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welcome to the diesel podcast presented by DFC diesel hi guys welcome to the
diesel podcast I'm looking forward to chatting with you today I appreciate you
reaching out connecting I always love talking with diesel shops because you
guys are on the front lines of everything from upgrades trends
maintenance stuff you guys here you know basically everything in the diesel
industry and I know our audience loves to hear from you guys as well so welcome
to this podcast thank you I wanted to start having you guys introduce yourself
to us and then the the shop that you have where you're located and then we'll
jump into some 67 power stroke topics yeah my name is John Ferguson
I'm the owner here we're located in Chino California we've been in business
since 2010 I grew up working in new car dealers and in four dealers specifically
so I started when I was really really young so I've been I've been around for
a while yeah I'm the eight service manager here and I've been here nine
ten years and just kind of always listened and learned to everyone here and
just really love the industry so it's kind of a passion line I think it's gonna
be really interesting to chat with you guys from the perspective of operating
within California for a number of different reasons because we get
questions about the types of diesel fuel that you guys have there which are
different than other states or can be and then also with the carb approval
process for parts and maybe what people want to do with their trucks and so I
think that'll be a really interesting angle for us to take today as we jump
into the 67 power stroke world what you guys are hearing from customers
what you guys are doing at the shop and then operating in I want to say a unique
framework but I've I've also talked with other professionals in the industry
where that state is other states are modeling their their systems when it
comes to diesel trucks and emissions based on California so I think it was
16 or 17 they mentioned to me so it's gonna apply to you know a lot of our
audience I thought a great place to start we're talking before the podcast
about like what's what's what's really popular right now or what are people
asking you guys and one that I hear and I have for for quite a while in different
ways is on the maintenance side like with 67 power stroke specifically
with oil and I think I think it'd be great to get your guys insight on that
and thoughts and opinions and what you guys see on a daily basis with with six
sevens so for us on the oil side in our shop we can scientifically prove that a
high quality 540 synthetic is is is the go-to oil that doesn't mean you can't
run a 1540 conventional you know if you like Amsoil
motorcraft you like shapers it doesn't really matter it's more important what
you run and when you change it right so if you're if you're gonna run 1540
conventional and you did it every 5,000 miles your trucks in a live a really
long healthy life the problem we see would be like trucks that are on the
dealer regimen they're running the 1030 motorcraft oil they're getting it
changed when their maintenance manager tells them to or maybe shortly after it
told them to and we're that's where we see the catastrophic failures we do see
catastrophic failures with with high-end fluids where the customer is going way
past because they think they're running a you know a premiere synthetic that
they can go you know to the to the factory spec and beyond and that's just
not the case what we're finding here is consistency is the key if we talk about
manufacturers is kind of like you know we're arguing about bud light versus
course light versus Miller light it doesn't really matter it's in the same
realm it's it's more important of you know when you're doing it and how you're
doing it not as much as you know this this oil manufacturer versus this one
we're kind of partial to the motorcraft motorcraft brand so that's that's one
of our favorite oils but but that's that's a whole another topic on
manufacturers it's more it's just more important on the schedule versus you
know who's all you're running what sort of catastrophic failures can happen and
then how does it relate to the to the oil weight and then the service interval
sort of leading to that catastrophic failure well that's kind of that's a
great question so unfortunately on a 67 it it can have underlying issues
as a result of oiling that that kind of mass right like you can drop you can
drop a lifter a rocker arm and you know on a work truck that's not driven you
know in an aggressive manner you know and you're not the owner you're just a
driver it's your tool in your toolbox it takes you to work him back to the job
site these guys don't really you know they don't really know the difference if
it drops a lifter on a cylinder so they could have you know poor service
records poor maintenance plan they're driving it it might be sound a little
funny might be acting a little funny but they're not they're not picking up on
it until it actually has a check engine light or our drivability problem
something takes it off the road it comes in you know we're they're just
bringing in my check-in like to check engine lights on or whatever so we're
diagnosing it and sometimes there's underlying things that we have to look
at like you know does it have blow by does it pass a relative compression test
with the Ford scan tool and you know you could have a check engine light for
after-treatment system but we're like hey something sounds a little off we're
check blow by maybe it's got a little bit of excessive blow by pulse in you
know like maybe you know specific to one or two cylinders we do a relative
compression and low and bold we got low relative compression so then you know
that we're calling the customer and we're having that you know an uncomfortable
talk about like hey you know we have a check engine light for after-treatment
system but you know you have underlying base you know base engine problem so
that's that's we see that a lot we do see him coming on the tow truck with you
know the window block that rod hanging out catastrophic events but I would
think more times than not the base engine problems we see here are are like
kind of slow and progressive from from lack of maintenance and you know just
just being a you know work truck in and work really hard and not maintain
properly on the flip side I'm curious about maybe some customers that you
guys have or some trucks like people who are regulars they're at the shop that
have a 67 power stroke what kind of reliability or mileage
do they get out of those trucks if they listen to you guys and the
recommendations that you're making that's all yeah you got some fingers that's a
great question we have a great answer for that our biggest our biggest fleet
account is bow mail construction and naked Nate Nate knows the numbers I I'm
more of a tech guy kind of more oversee everything so I don't I don't know the
actual count of vehicles they bring here they've been coming here for since the
conception you know 2010 right and they they actually have the lowest value
rate on engines I don't think we believe it or not I don't think we've ever done a
fuel system on any of their six sevens and they they're all what are 23
hundred miles some of them now the average two and yeah they're they don't
run they don't run additives they don't do anything special there was a point
where the person overseas the the fleet he he told them stop messing around we
have too many problems too many discrepancies everyone has to take your
trucks a domestic diesel to get serviced and you have to be on their schedule so
our schedule is when the message center tells me to change
the oil or oil change soon get it down here check engine light get it down here
and those guys don't mess around they do what the truck tells them to do tells
me to change oil they're here immediately they don't wait till five
hundred miles after a thousand miles after the check engine light comes on
they bring it right away even if it runs fine and is performing well they don't
care the light comes on they bring it right away so we stay ahead of all their
problems they they run our our bulk oil here the 540 synthetic they have the
least amount of problems out of any customer we have and they have the most
trucks out of any customer we have so you know on the flip side to the the
crazy things we see you know people talk about the 11 to 14 being less
reliable and you know we don't really see that with the exception of maybe the
first generation 2011 they have problems snapping valve stems but that that
shift is sale these trucks are now you know I'm looking at one of the parking
lot that's probably got 300,000 miles it's just driving by us right now as
we're speaking and it's a 2012 I don't know that's that's that's the on the
plus side of the six sevens it's probably one of the more reliable
platforms out of all the trucks right now
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might be a question more for you Nate but I was curious about like the year
ranges because I know there's there's different changes and there's different
things that changed as the 67 has evolved and I thought that might be one
of the questions someone listening as is as it relates to oil and this
reliability is it is it consistent across mostly all of them or like that
fleet account are they mostly trucks that are maybe you know new to 34
or five years old yeah they're well that that specific fleet for some reason has
I think they bought all of them at the same time because the bin numbers are
like pretty much one after the other and a lot of them are 11 to 16 they have a few
17 to 19s and a little maybe they just bought one new new one like a 26 but all
of them are 200,000 plus I mean we have multiple customers that are also on our
schedule that are at one guy's like 480 original engine it's not really I don't
I couldn't say I don't see anything per year I mean other problems on generations
as far as like you know turbo issues or oil pan design or something of that
nature but not necessarily on on oil life and how long engine last it's a topic
that really interests me is I've seen traction over the years with people like
maybe I talked with an engine builder and they've talked about engine oil weight
on six sevens and bearing clearances and other things that they might see from a
different perspective in the comments just go wild with with opinions on if
sometimes it's brand I mean a lot of times it's brand so I like how you guys
address that kind of upfront with the oil weight being a really important in the
topic of this conversation but I think it's it's something like as a truck owner
you have so much control over I can control when I do the oil change I can
control when I call you guys and schedule an appointment I can listen to what you
recommend and do that with my truck would you say that that's the biggest
issue with maintenance trucks that come in or trucks you're doing maintenance on
is they just let it slide they extend the oil change 500 miles 200,000 percent
100% I just did it on my own I went 300 over yeah I mean that's it's almost a
little late or I just didn't have time and in the long run it could show we
actually we recently had a customer that his engine literally had a
catastrophic failure for lack of maintenance we are our our process when
we put an engine in we have a policy and procedure in a process that we either do
the break in oil change here by doing heat cycles or if the if the customer if
it's a good fit for the customer we have them drive at 500 miles bring it back
and then we put them on a normal schedule we had a customer who we did the
break in oil change here after the heat cycles he took the truck he went on his
first oil change on a brand new motor he went about I'm gonna say about seven
8,000 miles he took it to an oil change place Amsoil top tier you know
motorcraft filter the most expensive Amsoil 1540 full synthetic and then he
went another like I don't know 9,000 miles and then that the thing came in on
a tow truck the engine blew up again so you know again that back to that that
timeline and the end of you know more important as to when you do it not not
what you use without being said I forgot to mention I'm not a fan of the 1030 oil
no matter how you slice it I that's the one I do see problems with in my
opinion but you know there's a lot of talk about 1540 you
know killing these engines and I think that's also false because we do have we
do have customers a backup the data that 1540 it is fine if it's done on time for
the on time part and I know maybe this does very a little bit based on like as
a truck towing day in and day out is it a daily driver point a to point be like
to work at home is there a mileage range that you guys just prefer is it 5,000
miles because I think that's what someone's gonna so 5,000 is should be
your default you know in the big scheme of things oil change versus engine
replacement oils oils pretty cheap insurance right so if you can do it
every 5,000 that's great but back to our biggest fleet customer they're not
they're not necessarily doing every 5,000 our sticker says 5,000 but we're
seeing them we're seeing them between that 5,000 marker and oil change soon so
they're they're they're in that realm of 5 to 7,000 on their oil changes my my
personal recommendation I don't care what all you run 5,000 miles that that's
just me personally our 200 hours if you're if you're say you're a boom truck
or something that's running a PTO a tow truck whatever you know that that 200
hours kind of equals 5,000 miles in in you know on the backside like in a fleet
world so if we're if you're just a stationary you know forget about I'm
not even talking about regen all that stuff that's one other issue but if
you're a stationary truck and you're not driving you're not you're not able to
exercise and you know stretch your legs you you can't disregard the hours of
runtime so in an ideal situation in a perfect world we'd be doing it every 5,000
miles or 200 hours and it would be with your you know dealer's choice and you
you choose whatever you want to run I don't care as long as it's 1540 or 540
and it's done every 5,000 you're not gonna have base engine problems as a
result of oil it's good advice I think that really hits on what people people
want to know and especially like with a fleet account because I think of being a
truck owner and I have one truck I'm a sample size of one and I don't know how
many trucks that this fleet has but it's definitely more than one so you have a
bunch of different data points and then you combine it with the other
customers that you have and I think that's really where a lot of insight can
be gained into not just this little topic but other ones we're going to jump
into with fuel and other things on these trucks so it's helpful to know those
companies that are running multiple trucks with this engine and what their
results are it it helps understand the the full picture of it no I think the
next biggest one that jumps out to me and it's it's not just power stroke but
I know we're focusing in on on that that side for this episode it's the fuel
system like I've had I've had SNSD slant talking about the DCR pump I've had
other companies have talked about disaster prevention kits the CP4 that's
another one where whenever whenever somebody asks us hey I just bought a new
power stroke or I just picked up a new to me power stroke what do I need to do
how do I keep it reliable that's probably the first thing that they ask us
about when we want questions something like that is well how do I keep my CP4
alive do I go to the DCR pump do I do a disaster prevention kit what do you guys
think about the fuel side on 67 power strokes well that's a that's a
great question and you know there here's a big difference you know are we are we
talking about a truck you bought new you rolled it off the show before it has 16
miles on it are you talking about a truck you bought a very clean you know
bought it from a dealership don't know if it was a auction truck it was a
personal truck but what no matter how you slice the clean trucks got 80,000 miles
on it you don't know what happened a lot of things can happen 80,000 60,000 50,000
miles you know we've seen ultra clean trucks we're doing a DCR conversion
proactively and we're seeing something weird like on the we pull we pull the
valve you know the the control valve off the CP4 pump just to inspect it for fun
any time we take them off for convert you know for an upgrade and what we see
evidence of a contamination issue there's some rust there's something weird on
there and then we pull that the rail valve the regulator valve off the off the
driver's side rear and now we we see crazy things on there contamination and
the customer is like I I run out of tip I changed my fuel filters on time the
things never skipped a beat I bought it with 60,000 miles so the unknowns are
our unknown we don't know what went on in there until until it's a
problem as far as you drive it off the show on floor brand new I wouldn't
really worry too much about about you know fuel system upgrades or disaster
prevention kits while it's under the warranty all you can do is you know
change the filters on time and I'm not a big big additive guy but I and a CP4
pump I would say run it additive you know we lean a little we're a little
partial to hot shot but that doesn't mean there's not other great products out
there I think it's more consistency right if you put it in if you
pour a bottle in you know once every 10 tanks that's just a waste of money it's
you have to be consistent and I think the consistency is the key with the the
additive the fuel filter schedules and knowing knowing the history of it right
so if you if I bought us it used 6 7 with 60 80,000 miles on it I
would probably just proactively do a DCR on it I wouldn't mess around the
disaster prevention not that it's a bad product not that it doesn't work but
no one would I know if if the if the pump fails you still got to get toad they
usually fell in the worst possible scenario like your trailers hooked up
you're on a camping trip they don't usually fail when you're pulling up in
your driveway on a on a you know on a Friday night when you don't have
anything going on for the weekend they usually fail in the worst possible
scenario so knowing that you just cut to the chase do the DCR avoid the tow
truck avoid the rune trip avoid the downtime it's you're gonna have to pay
for the pump anyways later you know maybe the the the prevention kit maybe it
bridges the gap for some people in some cases but maybe if you don't know the
history it it's not it's not the best plan if you don't know the history of
the truck maybe just cut to the chase do the DCR or at least do what you can you
know the low hanging fruits maintenance and additive yeah the the on the money
side of it I get that question asked a lot because I was an advisor for a long
long time and I mean just prices are different everywhere you know we're in
California we do our conversions a certain way but I mean let's just say you
know a DCR conversions 5 grand you know or a prevention kit is what is a
thousand bucks 1500 bucks it kind of just depends on who's doing it how they're
doing it what kit you're using but exactly what John said like you still
need a pump a pump job you know even if you just go back to the CP for pump
because you're gonna be selling it I mean it's still every bit of 3500 bucks
now you got a $1500 conversion kit and a CP for back in it you're about to that
number plus not including any of the tow bills and plus in our in our stake we
have this is our opinion I've seen maybe a total of 10 disaster kits I we just
don't really do a lot of them I'm sure they work I just haven't seen one yet
because every time it happens it ends up needing some other stuff I mean a
bare minimum pump blows up I've read this multiple times and I've seen it
firsthand it still needs that driver's side rails so back for the price point
it ends up still needing a pump a rail and at that point your money value wise
you're usually done the DCRI and if you can swing it the DCR is a better bank
for the buck in the long run. What kind of feedback or what have you guys seen in
the shop once you do a DCR conversion and longevity of it like I've you said
I've had SNS on we've talked about the technical side of that pump but I think
that's a question someone might have is okay once I do the DCR do they just they
never hear from me again as it pertains to doing a pump or fuel system. I have one
customer that it is it's a little bit hard to track unless I like I go back in
the history or if I see the DCR a carb number on the on the upon write up but
I've only had one customer with a 2019 he's gone almost a 100000 on
it comes in for somewhat normal service but it's it's unfortunately not
something super super checked because it's the customer doesn't mention it it's
he wanted to do it he spent the money you know pay once cry later however you
want to put it but I I only have one guy that I'm actually able to track that he
he's at like 90 something thousand that's kind of a hard metric because you know
if you don't obviously they had a problem we'd hear about it and we've been
we've been doing them since I don't know since they what when it when were they
first released right right around they got their SEMA number I started to do a
couple of them yeah we we started we started day one when when it hit carb
legal so so we haven't we haven't had any negative on those they seem to be
working really well a lot of people use a CPX to but we haven't ventured in that
that that way just when we get with something this how we use a lot of motor
craft on all stuff it's the DCR pumps have been good they work well and I
just for this knit mats and that makes a great product so we're pretty loyal like
that yeah the they also have great customer service too so we have had to call
them a couple times and they immediately answered questions immediate resolution
I think it's a great product would you say that that if someone was looking at buying
that used power stroke in that 60 to 80,000 mileage range as a diesel shop maybe the first
that they should approach it and just say I'm not going to have the maintenance records I'm not
going to know exactly what they done so I'm going to take your advice to run the weight
oil that you suggested just start with that but then maybe not take that pump and assume it's
going to live jump into a pump upgrade like say the DCR pump right away as far as being
preventative with it and avoiding that tow bill like those would be the two biggest things to
focus on if you just picked up a truck in that mileage range that actually happens a lot we
we get a lot of people that they ask us what's the best years what does i'm looking to get
upgrade from a six oh or i'm switching from a show you do whatever it is and it's a lot of
kind of depends on the year but I mean for me at the front counter we see 180 200 trucks a month
it's always you know heavily looking to that DCR and I update them to the 23-star crankcase
filter that's like the off the bat kind of thing and then get on a service service schedule if
if you don't know I mean I'm not going to pull a fuel filter and cut it open to see if you need
to fill the service just do it and then like I check like fluid quality as far as visuals go but
um I just a lot of them just like to get on the schedule so I multiple times throughout the month
you know a DCR crankcase and the full service and then they're on our schedule they got our
window sticker they get our text whatever it is and they just stay on it and so far I haven't really
had any issues can you talk a little bit about that ccv filter because I've heard about some issues
with them over over time I think what what we see the the biggest problem we see with those
is is kind of a two for one right like the the filter can restrict and cause well it's actually
a three for the the 67 creates a tremendous amount of crankcase pressure just inherently um
that's not necessarily a bad thing it's just nature of the beast it's got you know it's
just it creates a lot of crankcase pressure it has it has a fairly a fairly you know good
crankcase ventilation system however if it's if the filter is restricted um it starts back into
pressure and when it was back to pressure we've we've taken the caps off you go on our instagram
and then we have a couple where the cap the cap will shoot off um kind of like a potato launcher
you know just shoot off of there and and you know jokingly I've done it and not even able to find the
cap it like shot off it went flying in the engine bay and I I could I had to put a new cap on I
can't even find the old one um so when that happens then we kind of have a trifecta right we got a
engine that creates a lot of crankcase pressure then we get then we have a restricted crankcase
filter then we have a a design of gasket that it's it's it's metal components bonded together
with an rtb sealant there's there's no machine to groove for an actual gasket it's really dependent
upon um the rtb sealant we got thermal expansion you know the block versus the upper pan we got
the t joints where they meet the front cover rear cover um then we got you know we have a whole
bunch of crankcase pressure so we have we have all these things fighting us against um you know
gaskets and sealing and then we end up with um oil leaks from the upper oil pan which is a huge
job on a 67 and it's a high liability for the shop because you know if you you nick a
nick a piece of silicone going on or a air bubble in silicone you got to read me that job you know
the customer's not going to be happy their truck's going to be down we're not going to be happy because
it costs a tremendous amount of money to redo that job so um yeah we don't like restricted
crankcase filters um for even if it creates a job for us we it's not a job that we even enjoy doing
because it's it's a lot of work is tedious and it's high high liability so um we like to have the
crankcase filters um to you know flowing nice and having that updated 23 style on the um on the
older trucks for whatever reason the 17 and 19 that that era of crankcase filter that's the ones
that we see get really really plugged up I mean to to where it just launches the oil filter if you
take the cap off it's running it'll launch them off and we've seen it happen um as quick as like
50 60 000 miles um but if it's been 80 100 20 000 miles I wouldn't even check it I could guarantee
it's it's just time to replace it um yeah always check for like the labels on top yeah you've got
a caller kit on the older ones that great caller but you know yeah that that's a that's also a good
point if you a diy crankcase filter it has to have the latest calibration because it it eliminates
the sensor on it so you you will have a crankcase sensor code um if you replace the filter
with an updated version and do not do the reflash I believe that's a tsv from forward right yeah
update it and then reflash or you'll have a an instant code we we use factory software so our
ids and ids scan tool when we hook it up it it actually won't let us proceed with the reflash
unless we answer that question properly like it'll ask does it have a caller
it asks a couple of questions um if you answer no it it will not even allow you to reflash the
computer to the latest calibration so basically if you need a pcm update on the 17 and 19
you actually have to have an updated crankcase filter it won't even allow you and now I mean
update I don't mean updates to the 23 there is also an update yeah for the 17 and 19 that gets rid
of the sensor 11 14 too I think is amazing yeah those ones too you're right but um yeah I actually
say that but I think it's 11 and 14 that's correct yeah and then I mean the biggest thing at the
the 23 is they have that little check valve in there versus like a traditional filter
so I don't um they can still leak but I usually see them like people will say oh I have another
oil leak from my crankcase filter it's usually from like to seal that meets to the the valve cover
versus when in 11 to whatever it is 11 to 22 with a factory style filter um they're usually
leaking from other places injector grommets um upper pans due to like an excessive pressure
if that's the case it's due to an excessive pressure from that filter so that that 23 wanted just
a better of a design that is less likely to uh restrict it's a good point about not just being
able to swap in the 23 filter how you also need the the scan tool to be able to flash it to update
it yeah I'm sorry I kind of miss crossed my wires up on that that the 17 and 19
have the most problematic on restricting but they do not require the reflash to replace the
crankcase filter and some have gotten that too because if you go into the you could be reflashing
for anything I guess you'd say I'm like I guess 11 and 18 is still using IDS and no matter what
you're reflashing for it ask you that question so your truck could have gone to the dealer could
have gotten some sort of work done and they could have us to said yes or whatever so it it might
already have that but you'll obviously the only way you'll know is you know you'll plug that sensor
put the filter in and you got a code and it needs to be reflashed is there a an interval
that that ccv filter should be changed or that ford recommends I I I haven't even checked the third
one because it's it's relatively yeah we have we don't really go by the book on that particular
one because we see it we've we've seen them restrict I got we had one where we put a I think
we did an upper oil pan on it and it came back with leaking grommets like 40 miles and miles later
and the and that thing was restricted so bad it was pushing oil out of the injector
grommets so I don't know I mean we've we've seen them restrict prematurely we've seen them go you
know 100 120 thousand miles I think you know my personal recommendation would be
maybe by 60 000 miles get it get it off of there um if you know the history of the truck and it's
your truck and you know it's hasn't been messed with then uh you know 60-ish thousand miles
regardless of what the book says uh just because in the real world I've seen them clog before I've
seen them clog after so are restrict um but I think I think that's a good number and that's
kind of my rule of thumb and one thing to touch on is um I have only I've I've confirmed fitment
for sure on 253 50 platforms but cab chassis 455 50s it does not fit um the 350 cab chassis I I
don't have the data on that but I could tell you multiple times I've tried to put our fleet that
one big fleet account we have they have um you know a couple 350s and then some bigger 455 50s
and well starting off the the upgrade that to the 23 the 23 style yeah so in those cases you need
to continue on with the normal crankcase filter per urban number um and stay on that type of that
type of regimen you can't put a 23 style to my knowledge yet um because I've been experienced
it you know probably 10 times where I tried you know really good customer they want they really
want it they heard about it it just doesn't it doesn't fit I'm not a tech I haven't tried myself
I don't know the reason why but um they just they don't not bolt up on the on the cab chassis 455
50 and that the 23 plus style um it doesn't really have the the filter the filter media in it
like 17 and 19 for example so it doesn't have to be on that 60 000 mile schedule it's it's got
like a chamber separator and a check valve kind of like a I don't know like kind of like a water
separator on a on a air compressor where it's got the little fins in there and separator and
dumps off the bottom something similar like that so it doesn't doesn't have a filter media in there
that restricts or goes bad common question we get from you guys a lot is hey I need a diesel engine
I either you know I can't wait this long to get one or normal place I get stuff from it it just
takes too long or I don't they don't have the parts in it that I need maybe my truck's not
stock or I tow heavy with it I don't want to go back with just a stock engine DFC diesel is a
sponsor of the podcast we worked with them you know hand in hand on doing episodes answering
technical questions they have a complete lineup of Cummins Duramax and Powerstroke remanufactured
engines that are set to a standard of ISO 9001 2015 standards which is a huge deal in the aftermarket
and there's certain levels of quality testing validation that are required for that so you
know when you get one of those engines the type of quality that's built behind it with an industry
leading warranty that's really comprehensive and you know the other thing with that is you know
sometimes the options that are out there it's just it's a basic OEM engine you want a little bit more
you don't want to have the same failure again so there's a bunch of different series of engines
that they have from core street tow hull and also the speed of air series which we've covered on
the podcast before there's a lot of really cool benefits to it and if you have questions about
that reach out to them if you don't know the type of engine that you're looking for if you go to
dfcdiesel.com there's a ton of info there you can send an email or you can reach out to them
also they're working with speed of air pistons which it's the only piston that pays for itself
and there's a lot of really cool technology behind it so you can add that into your build
and be able to get better fuel economy you know increased power increased torque and better engine
life out of it you know some of the most common engine applications or series of engines that they
have with that lead time a lot of them are in stock or they have really short lead times so you
can check your favorite retailer or go to dfcdiesel.com check them out to see what's in stock see what
you can get if you have questions maybe you want to do you know something that's outside of the
normal series of engines they have tons of choices for rods cranks pistons the valve train upgrades
tons of different things so if you're in the market definitely make sure and hit on over and
check them out maximizing power reliability and efficiency begins with clean diesel fuel that's
why fast fuel systems remove air and vapor up to 99 percent of water and filters debris down to two
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between there's a fast fuel system a four-year rig made right here in the usa visit fastride.com to
find the perfect fuel system upgrade for your truck it's really helpful to talk with you guys
because of the experience the time you guys have been in business the amount of trucks that come in
to be able to get this all these different data points for the maintenance reliability side because
sometimes i feel like if i'm just browsing or doing research it's like one example here one
example there and i asked myself well how common is this problem like really is it something that i
should really pay attention to so being able to talk with you guys is is really helpful kind of
transitions me into the next thing that i wanted to ask you which is about diesel fuel and i bring
this up because i i've recently and i've always have done episodes with some of the fuel additive
companies and some of the companies that do fuel systems and they always tell me about the variants
of diesel fuel across the united states but one thing they all tell me is that california has
better better diesel fuel than what they see in other states so the question that i wanted to ask
is do you notice less fuel related problems on these trucks because of say the higher quality
fuel or other challenges you have because of some of the different types of fuel that you guys have
i guess the here's the challenge i have with the fuel we wanted the the different types of fuels
first came on the scene i think it was the the b20 or b5 whatever there was the first one that came
on the scene me personally i have you know my the favorite truck i've ever ever had is my 17 f250
it's fairly low mileage because i live pretty close and i only use it for you know camping
road trips stuff like that but i'm kind of a stickler on maintenance and service right i over
maintain it i over service it so when i started seeing this weird fuel i didn't even do any research
i was just like no it's different it's bio and i might have ptsd from there was a time when people
were going just completely haywire with creating their own fuels with waste engine oil waste
transmission fluid waste vegetable oil and and i i lived out on the front lines as a dealer attack
and transition into a shop owner and i've seen complete crazy systems and crazy problems nightmares
like guys having waste vegetable oil with um with with heaters in the tank from their cooling system
uh the additional filtration systems home homebrewed fuel system i mean the
craziest thing so when i when i seen the b20 different fuels i i immediately it just was
like no i'm not i'm not putting that in my truck i don't care anyone says i'm not even
gonna look it up not even research it's just not going in my truck plain and simple so what
happened was i started finding more and more that it was at more and more fuel stations and
then now it's pretty much to the point now where it's it's it's almost like you can't get away from
it so um i started doing a little more you know research google you know owners groups facebook
groups you know and so on and at the end of the day i me personally i don't see a difference the
way the truck runs i'm not like boots on the ground i'm not seeing a better or worse um
i i guess there can be some maybe some buildup on the biodiesel side um maybe causing some
stick shan or something in in control valves i i'm not even sure that's just kind of a
of a of a theory that's out there i'm not even sure if it's a real thing
um nate probably gets most of those questions asked on the front counter though but us me i i
just say hey go just run i'm kind of going back to the my oil my oil theory right like
it doesn't even matter anymore you can't get away from it um run something consistent run
something name brand um you know chevron 76 mobile whatever just stick to the name ran
stick stick to consistency um i think contamination is the biggest biggest problem with fuel not
whether it's you know renewable or b20 b5 or any of that stuff um i think it's more important
like if you got if you sucked up a eight ounces of water into your fuel tank somehow it got in
there i mean that could that could set a series of events going on your fuel system that would be
catastrophic and um that's that's far more far more dangerous than you know what type of whether
you're running diesel to you or um b20 or any of these these different grades of of bio and
renewable fuels so i i don't i current a long story short currently i don't think it's a big deal
i think all the california fuels are fine um if you're going to name brand stations i don't know
if there's off-brand stuff and mom and pop gas stations i i haven't seen that i haven't tried
it i don't i don't know about it but i know if you stick to the to the name brand stuff um we
haven't seen anything crazy i personally haven't seen anything felt anything on my personal trucks
um and i and i have you know multiple platforms i have we have obs uh 6.0 um regular you know super
uti 736 sevens and i i just don't see a difference in any of them but i do i will add
though i do run the fuel additive and i'm i'm kind of not picky on the fuel additive and honestly
the way i do it is when i know i need fuel i'm walking out the door here if i'm by the parts
room and the hot shot secrets closer to my right hand i grab it if i'm walking out the door and
the motorcraft one is on our display one of our display racks and i grab the motorcraft because
it's my left hand's grazing you know skimming by it i grab that one so i toggle between the two
and i think they both work great and i haven't i haven't had any problems with my personal truck
running um any of these fuels with an additive you think that maybe maybe the more important part
like in the context of our conversation is staying on top of fuel filter changes at regular intervals
and using a quality filter versus what type or what blend of diesel you're getting at which fuel
station yeah i guess and going back to the to the consistency is key with the service in um if you
if you're just taking your your diesel truck somewhere or you're not doing this say you're
not doing it yourself and you're you're you're busy you're dropping it off at a shop a dealership
a loop center um it's really really important to i mean this sounds crazy but every fuel filter i
take off and hold in my hand i blow through and to see if it's restricted on the upper fuel filter
and the reason why is because if i have a filter that's restricted on a normal schedule and i
can't blow through it i can't pass air through it just blowing through it um that's that's odd
that's not a typical series very atypical so i look for things that are out of place and not
normal if i'm doing the lower filter and i could see it touch it feel it i'm looking in there is
there is there any evidence of sediment contamination is there any evidence
of water contamination or or any water base anything weird so it's not a matter of just
changing the filters you have to kind of have all your sensory is going you got to look for
things that are not normal you got it you got to just you want the typical filter change right i
change the filter i don't see anything weird it looks the same i take the one out put the new
one in that's what you want to see um you want to keep your eyes open for you know is my filter
discolored is there rust in here is there um when you have sediment it kind of looks like fool's
gold you know that's what i call it here and everyone makes fun of me for saying that but
you know they'll be like hey there's metal in this filter i'm like that's fool's gold it's from
it's from it's a lot of dirt that's been filtered and it's catching the you know the the minerals
of the dirt and it kind of looks like metal sometimes so it's it's also you got to you know
you just got to keep your eyes open you the fuel filters so consistency definitely key and then also
visually you know is there something weird in my fuel filter if you got something weird in your
fuel filter that means you got something weird in your tank so um just replacing the fuel filter
is not going to resolve it we've and we've seen that we've done just routine maintenance and we're
like hey mr cusp you got something really really weird in your fuel filter and uh if you don't drop
this tank and and figure out what it is um you're gonna have a big problem and then the bigger problem
is to figure out where it came from and how it got in your tank so it doesn't happen again it's good
advice i love doing these topics because it's like and it's almost transition into the the next
question i have for you guys but like i find most people buy diesel trucks because one they need the
torque and they need it for some specific person some of us like it just because they're cool and
we like the torque and the power and the size and everything but they have a purpose they last longer
than say they're gasoline counterparts they're more capable but the challenges that have been
introduced since 2007 and a half till now the maintenance also becomes incredibly i'd say more
important or or more strict with the different systems and how advanced they've got and that's
where i wanted to ask you guys about being in california having a diesel shop and i could think
back to a time like when these new products would come out they'd be 49 state legal well the one that
would get left out was california and with the internet and social media you'd hear about these
new products or something that fixes an issue and you couldn't get it there because you guys
have a process with carb and with emissions testing and things like that that's completely
different have you guys found that the industry in general has been better and more receptive to
producing parts that you guys can use there in the shop to fix trucks make them more reliable do
because it made your job easier day to day with how manufacturers in other states have said well
we need to make something that's 50 state compliance so our customers and shops in california can
use these products as well yeah and they might have more more content on that from the customer
service you know front front end but on the back side i could tell you this what what california
does with with carb is very unfair to the manufacturers um they make them go through
way too much than they should um that's a whole another topic that i'm sure you've covered many
times i've heard it on your podcast and other people's um we we do have done overflow
work for sima garage we've we've done parts changing for fleece we've we're pretty close
with the guys at kc turbo like we've heard all the stories you know the good story you know the
good news when something's carb approved it's you know we all we all cheer we're all you know we're
all we're cheer you know we're all in their corner but what we what we don't see on our
end because they're not manufactured we don't see what they go through to get there and by
frank it's probably not even appreciated from the end user because they just don't know what it
takes to get there um we every time something's approved for california it's a win for us because
our customers want it and in some instances like for example a dcr pump that's not just a want
that's something that you know you you could actually need if you have a truck that's you
depend on it for work or for you know your your minimal time you'd have optical camping or whatever
some of these california legal components are not they're not wants their their needs they solve
problems um you know like a bulletproof diesel egr cooler that's not that that's not an upgrade
for performance no one can see it but if you have a 6.0 um i don't we're not tired of a 6.0 let me
send an example um you don't want a egr cooler from bulletproof diesel you'd need it and they
can't sell it if it's not carb approved um even charger tubes from s and b make solves a problem
with charger tubes well because of where it's located on the engine it has to be carb approved so
you know a upgraded charger tube a lot of times does not add performance it it solves a problem
of parts availability from the dealer um reliability um longevity you know you can trust when you're
on the road trip you know with your trailer depth it's not going to rupture it's not going to be
stranded so um yeah so like a lot kind of a long answer but we we love the california compliant
stuff every time something gets approved um we're rooting for it even if even if for someone else
or somebody in the industry anything that gets carb approved we root for it we want more of it and
you know we we always are willing to help anyone um any manufacturers that need help
you know get in parts changed or helping get stuff over to see my garage um you know we get
we have them reach out to us and we're we immediately help them so um it it it definitely
helps to have more and more on our on our line card that's carb approved whether it's performance
reliability uh but you know Nate Nate gets he gets these calls all day long where people ask about
california compliant stuff deletes and so on so um
Nate could probably touch on that you know the the print out of it yeah i mean i the the six sevens
are the new the new standard i guess you'd say they're just there's a lot of them out there and um
a lot of people do they're they're dual purpose it's your work truck that's making you money or it's
your personal vehicle that you know you're spending the money that you just worked for to go take your
family camping the river whatever of that nature and um everyone everyone wants to make it the most
reliable no one wants you broken down mill the desert for whatever reason when there's an option
for something that could fix those kinds of problems so i mean yeah dcr pumps all day solves
that problem um i mean even down to like intakes you know s and b intake like it it's in the long
run you're cleaning filters versus replacing or make your money back a little bit better response
um mileage a little bit but i like anything that can improve that's why i like a six those a lot
because there's the damn near do everything but on the six sevens we are a lot more limited due to
e-jr dpf systems um so when someone asked me for help i'm all about it because if there's
any way to improve these that's that's what we're for and you know pusher we've been doing we've
been pushing a lot of like to push your new intake manifold to redesign like e-jr flow whole
upper intake act tube situation and it's awesome to see these people putting the effort and the
money into these types of upgrades or repair i mean they're both they're preventative upgrades
you know it's it's it's very big for us and um you know i'm still i i try to be as informed as i
can on the industry on like new stuff and if anyone needs help i'm i'm talking to fleece all the time
anyone that needs wants to do anything to uh to push it i'm like dude i'll help you you know whatever
rate you need for this you know you may do whatever needs to be like it's it the diesel industry is
being very very hard on the on the cap of what we could do and um if we could help release that cap
that's what we want to do 11 thing it's it's really personal to me too as far as my like
evolution from getting into diesel trucks and being interested in them to owning them to doing
a podcast now is it started for me i used to live in california in southern california and the truck
culture there is what fueled my passion for it and being able to see i think california in general
i only really lived in southern california because i can only speak to that but the car culture truck
culture is like nothing i ever experienced but it was guys that would have a lot of them were
power stroke owners like ford was huge there but they would have power strokes and they would be
doing things with them and i could see the aftermarket and that's what fueled my passion
with it so being able to see what's being produced around the country and then being made available
there is really cool because i think it one yeah it makes like your job's easier two it makes these
trucks more reliable but then three it can also spark some inspiration for someone that you just
don't have to leave it stock and you can still do it within the framework of having to do your
missions test every year every couple years or whatever whatever the frequency is so i think
that's been really cool for my perspective to see the industry not just focus on 49 states but
focus on 50 yeah it was really oh sorry i'll go ahead with it when you mentioned that southern
california for a truck culture what we're seeing is something really cool is we're seeing a lot of
really young guys just going diving in and head first and really leaning into the truck culture
um they might be doing some silly stuff which you know all you know kind of the young guy burning
out that's just fun for anybody but um aside from that they are really really leaning into it and
we're seeing like a resurgence of of young people getting into this truck culture so um
you know i don't know how long it's been since you in california but it's kind of we're kind of
seeing a a resurgence of it like it maybe it was a little bit quiet on the on on meats truck
meats and stuff like that and you know we're seeing um you know young guys that are you know
they have gas trucks they're trying to get into an obs because it's more affordable than a super
duty or a newer truck and they're using stepping stones and we're seeing it here with our customers
kids and grandkids we've been doing this for a long time now we're seeing them you know they have a
a Chevy 1500 then they get an OBS and then now they're in a 60 or a 67 they're
kind of kind of evolving in it started with um a very generic truck culture a meetup you know a
group of guys going to a parking lot um kids in high school are are meeting up now so it's
it's kind of cool so that the future of it it's not going anywhere you know i i think i think
anyone who's in the in the business should just double down right now because
the truck scene is not going anywhere it's just it's it's it's kind of growing
yeah that's what i remember it was about 15 years ago maybe a little bit longer
and it was yeah it was a lot of like get-togethers but then it was also people going to race tracks
which i think some of them have closed that i used to go to but then also but really kind of blew me
away was like some of the four dealers would do stuff like i remember like elson or ford would have
this like power stroke owner get-together thing and that i'm dating myself here but it was the
transition from the sixth leader to the sixth floor and it's like a bunch of guys showed up with
their six leaders they had a 64 out there it was like brand new and it was it was how the
dealers the dealers interacted with people as well that i didn't see um you know where i'd live before
so it was just something that made a huge impression on me and it's something i like to cover on the
podcast and it was i really appreciate you guys reaching out to me like i said i love to do episodes
with diesel shops because you guys you're at the kind of the convergence of the truck owner
the oems the system that you have to operate in you guys see so much data and so much feedback
people find a ton of value and what you guys have to say i did want to before we wrap up
somebody might have a question for you guys maybe they want to ask about ccv filters the oil wait
maybe they're local to you we do get people a lot actually that'll email us in and say hey i'm
located here you know any diesel shops in this area what is the best way to be able to connect
to you guys ask a question maybe they are local maybe they're willing to take a drive and want
to connect with you guys for some of the stuff we've talked about yeah no um our website domestic
diesel dot com um the contact forms there an easy one everyone's got almost everyone's got instagram
add domestic diesel give us a call we're here Monday to Friday 8 to 5 9 0 9 6 2 7 0 5 0 0 but
um yeah you hit us after hours around a weekend me and john are used to the ones that run it and
we this is our lives you know we we enjoy it it's a big passion so we love to
talk to people we'll answer questions to go to meet ups and anything like that yeah it's not it's
not a job for me it's an addiction so i sometimes i reply to emails and instagram messages um
10 30 at night on demand it just it depends on what i'm doing if i'm if i'm not if i don't have my
phone in my pocket i'm not on demand but if i got my phone in my pocket and i get an alert um
but i mean i'm addicted to this stuff i'll i'll talk about it all day i'll answer you know answer
questions all day if i if time permits and um someone has a good question i i have a good answer
and if i don't if you stump me and i don't have the answer um i will just pull one out of the sky
i will find the answer for it um i rarely get stumped but if you did ask me a question to stump
me um i will find the answer for it i really appreciate you guys time today and sharing the
insights that you did if you see any any other trends out there on the maintenance side and maybe
it's not with fours maybe it's with a different platform let me know because like i said i'd love
to cover this love to hear what you guys are seeing there day to day and it was fantastic to chat with
you have you on the podcast yeah thanks man thanks for having us don't forget diesel fans make sure
and head on over to kershaw dot kai usa dot com use code 20 td8 fr 26 to get 20 off your order
kershaw's got a whole lineup of knives to meet any budget that you might have whether it's a new knife
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discount code just for diesel podcast listeners also want to give a shout out to some of our
patreon supporters robert john tsw diesel all of our other patreon supporters all of you who
follow us on social media we appreciate all your support here in your 10 of the diesel podcast
and look forward to bringing you more of the content that you want to hear in 2026
till next time keep the shiny side up
About this episode
Oil choice and service timing take center stage for the 6.7L Powerstroke, with shop owners arguing that viscosity and following the right schedule matter more than brand—and that wrong oiling can be tied to severe failures. They also connect after-treatment check engine lights to possible base-engine issues, and lay out real-world fleet practices (bulk 5W-40, quick response to warnings). The discussion expands into fuel-system prevention (CP4/DCR), crankcase filter updates, and why fuel contamination beats worrying about biodiesel blends.
Which oil weight is the best for 6.7L Powerstrokes? Domestic Diesel joins us today to talk about what they see in the shop, and why the factory recommendation may be wrong. Does oil brand matter? We also talk about other issues to avoid to keep your 6.7 running strong.
Domestic Diesel - www.domesticdiesel.com
Instagram - @domesticdiesel
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