You have literally, you are sitting behind something
where it is exploding 100 times a minute or better,
I mean, more than 100 times.
And yet, you are none the wiser.
700,000.
Right, yes.
Perfect.
And you are none the wiser.
And the fact that then our expectation
is that this mini explosion factory
should last hundreds of thousands of miles.
Absolutely.
Is so freaking cool.
And yet, the average person is like, I just need to get to work.
And I can't believe I have to do an oil change.
You know what I mean?
Like, come on now.
It's so cool.
And these oil manufacturers do and try
to ensure that they protect those raw materials in the engine.
And speaking of oil manufacturers,
Fred's in the comments saying, back in the day, it was STP.
Which is also a good band.
It is.
And I did put a lot of STP in my 360 for many oil changes.
I like that Scott supported me on the band.
And you're just like, why?
We're on oil.
You're so stuck on oil right now.
I am.
You'd be the one supporting me on the band.
I know, I know, I know.
Guess we know where he lies on STP.
Yeah, he was like the Stone Temple Pilots.
That's apparent.
No, no.
I mean, I had their album.
I did.
No, you don't.
I did.
I did.
I know exactly.
I remember the shoot.
You tested oil on it to see if it would.
No, no, no, no, no.
No, no, I honestly, I actually think
I just found it when I moved not too long ago.
That's funny.
I just don't I don't know where I could produce a CD
player at this point, honestly.
I Scott's house probably has a VHS.
He's got the eight tracks.
He's got the eight tracks.
Yeah, I got Jeepers says slick 50.
Yep, yep, yep, yep.
There's a bunch of these different oil additives.
And arguably they there is a degree of benefaction
that comes from sick 50.
You put it in and then you drain it out
and you run it until it blows up.
And it just doesn't blow up.
It just doesn't.
Well, but that's that that example is basically
the concept that Schafer's came in with their bearing machine.
Absolutely.
And and so I don't discredit any of these manufacturers.
In fact, I lump them all into they all have their little fine
tune piece that is intended to make them stand out in this
crowd because at its core, oil was good.
And we discovered that as a society who fell in love
with the automotive community, the industry, because, you
know, man, these these vehicles transported us
somewhere that the horse and buggy couldn't take us, right?
So now now as we as we progress and we make that I
loosely make this big transition from horse and buggy
to the petro based race and something we brought up recently
where we talked about how many people could not fathom
that vehicles would be able to go coast to coast because we
lacked infrastructure to refuel them.
We are once again, as an automotive industry,
facing the same same criticism all over again with EV technology.
Yep.
And as an alternative or a suggestion is this hybrid
technology that would expose us to part electricity,
part ice engine, internal combustion engine.
But as the video that you shared with Jeff and I,
which we will expand upon in a future podcast,
we have garnered further efficiency out of direct port
injection with direct injection, not direct port direct.
Yeah, you're right.
Sorry, I combine port injection and direct injection.
So I'm going to take this one because otherwise he'll go off
on a tirade.
So I'm going to still tirade about hybrid engines
and how this applies to your four by any of those.
Bill McWilliams is asking is even flow a viscous reference.
Are we supposed to do it?
Is this the dad puns that are telling me
that I'm geeking out too much?
Wait till I tell you about U-joints, folks.
Absolutely.
Do you want to hear about a special about U-joints
and needle bearings?
We could do a triple C-month series on U-joints.
Anyway, if you don't know what the difference between port
injection and direct injection is,
I'm going to try to make this brief since this is just,
you'll see the tie in a minute.
Port injection came out in the 80s on our renex jeeps
and then into the HO series, where you're spraying fuel
at the valve.
And then as the valve opens, the air
drags the fuel into the cylinder.
And basically, the idea that was over a carburetor
is a carburetor is just belching gas into the intake
and then it coats the intake runners with fuel.
So therefore, you have evaporation of fuel
and you have some casualty loss of fuel there.
So just by spraying it closer to where it's going,
we have less evaporative use of gas.
So now it's more efficient.
Yeah, greater combustion.
And the big difference in the 90s and 2000s
is we got smart enough that we could
realize that we went from what's called a batch fire
to a time fire with our injectors.
Basically, batch fire was we're just
spraying these injectors at this time.
The valve may be open.
It may be shut.
It may not take the fuel.
Obviously, that's not efficient.
So then we got to a point with the technology
where we're going, hey, that valve is about to open.
So we better spray that injector now.
More critical computer control.
So anyway, I'm the one who was going on a tie, right?
Just that far.
Well, I was thinking I could even jump in on this
because then you get into the Hemi engine
We're supposed to be talking about oil.
Stop it, Jeff.
Anyway, so we realized that we can spray the fuel directly
into the cylinder.
And now we have even more, less loss of fuel.
But we did not understand some of what that,
because if you change one thing, you change 15.
Because of that, you don't have the air dragging the fuel in.
So now it's not aerated as it once was
when it was important to just aerated just FYI, whatever.
That's fine.
You just really wanted to correct them on a word today.
No, no, no, no.
I mean, I figure I let lubitricity go several times.
So I'm actually, I'm just going to call it lubitricity
at this point because it's kind of like electricity.
Cuminosity.
100%.
So somehow you mixed ariola and aerated together.
This is what happens when you don't let it aerate.
I know I'm like, I'm like over here like rocking.
I'm like so ready to go.
My Tism is ready to jump in and just just expand so far.
I was really literally ready to just say, OK, Neil, and now you.
No.
And instead he went on this five 15 minute
tirade about the tirade.
I'm trying to be a good boy.
Here we go.
I'm back back to oil, back to oil.
So because we have, you said it was Neil's turn.
Because we have the fuel sprayed into the cylinder.
We get hot and cold spots in the cylinder.
And that causes what, Neil?
Fuel leak down.
Is that what you wanted?
Is that?
That's all you have to explain that now.
All right.
Yeah, I'm so excited.
So four by E listeners.
Or if you give a crap about hybrid technology that's
plug in hybrid and it is 2.0 people as well.
Yeah.
Oh, you're right.
I should extend this to people who
have 2.0 turbo engines.
Because as we will expand upon within fuel delivery,
this direct injection and the timing of the computer
you're saying allows us to make big horsepower out
of a much smaller package, right?
Especially with forced induction.
Correct.
But what ends up happening is because exactly the moment
you said where we have these kind of rich spots,
we have a little too much fuel, that fuel
is a solvent by comparison to a lubricant.
And what it does is it actually wipes away.
So we've all kind of reasonably heard
about washing away your cylinder walls,
at least in older technology, that if you had too much
fuel, but not so much that you hydrolocked the cylinder,
but too much fuel that you would actually wash out
your cylinder walls.
And what that is is that those layers of lubricant protection
that we talked about in the engine
have now gotten to the raw source material.
And now we have an insufficient amount of lubricant.
And the side of the cylinder is now
being scored by the piston or rings itself.
And to make it even worse, now we
don't have the sealing of the rings with the oil.
100%.
And now some of that fuel is starting to propagate down
into the crankcase.
Yes, which if you are at all interested in the 4 by E forums,
you will all hear them at some point in time
kind of lose their nugget on when their vehicle goes
into form, which Jeffrey, Google Form
and tell our listeners what the exact,
it's oil remediation maintenance cycle, something or other.
And we'll tell you what the form system is.
Oh.
I know, but just hear me out.
So what ends up happening is the fact
that you're driving your oil refresh mode.
Fuel, oil, refresh mode.
What you're literally doing is you're
trying to drive the vehicle.
And 2.0 people, if you're just ever driving,
my dad drove three blocks to work, basically his whole life.
He hardly ever put miles on vehicles
because he would basically fire it up, drive over to work,
and then drive home at night.
And only because sometimes you would get caught by a train.
And that was the whole thing.
You'd have to go a little further around.
And then that's idle miles as well.
Do you want the explanation for what it actually is
and why it's doing it?
Do you want to read it off?
Yeah.
The form appears as a maintenance function
on your cluster when the direct injection engine needs
to reach operating temperature to prevent fuel
dilution in the oil, or when the 90-day fuel
timer on the gas tank needs to be reset.
To resolve the oil dilution cause,
you need to drive the vehicle for an extended period
to get the engine hot enough to burn off
the fuel in the oil.
Enter Sunday Drives.
So this is the big thing when it comes to our oil.
We can create the best possible lubricants
in efficient engines.
But you change one thing, you change 100.
And so now we have this further issue where we are actually,
and we used to deal with this when
we thought that just the rings were worn out
on your piston.
And that was an old problem.
This is similar, but a new and completely unrelated,
but they're not the same.
For a different reason.
For a different reason.
And so ultimately, you have to bring the vehicle up
to operating temperature that dissipates the fuel that
is currently mixed into the oil because the fancy way
of saying it burned that off.
Yes, it then makes the oil more pure.
But you also, if you're in that situation
like Neil's dad was in, you want
to do sooner oil changes instead of longer oil changes
because you are actually using up the oil quicker
because of this process.
That is exactly it.
There's a lot of misnomers and misinformation
within these two O-turbo owners.
And arguably, folks, this is going
to be a number of engines going this way.
The 3.0 hurricane, go ahead and Google that.
See if that is a direct injection.
If it's not, I'll be shocked.
Correct.
I believe it is because it's a massive,
the 3.0 hurricane, which is almost exclusively
used in the Grand Wagoneers or the Wagoneer platform
modern day, is also forced air-inducted.
Turbocharged in 9.6.
Yeah, and I love the concept.
But we changed one thing.
We changed 100.
And now we took these really quality refined oils.
And now the problem is we're actually
exposing them to higher fuel content.
We're using Solvent to lower, basically,
to offset some of this oil that we have built up over the years.
So we're actually causing a dilution of that molly
or the additives.
And now that oil has to carry that Solvent as well.
Right.
And not get broken down by it.
And so then the manufacturer is understanding this,
force you into form.
Which Joe Brilla is, tWitch.
Don't say form to a 4 by E owner.
Right.
Right.
And I mean, I'm telling you, folks,
I mean, as an individual who hangs out in those forums
and in those spaces, this is like, I mean,
this is a dirty, dirty word amongst that world
because it is a new concept.
And of course, what a number of people
have resulted to is running out to the highway
and basically hammering down into, obviously, those jeeps
are an 8 speed Jeep, hammering and holding it in third gear
so that the thing tax out at 4, 5, 6,000 RPMs
to get the Jeep out of form because they're
trying to burn off the Solvent or the gas
in the crank case.
Yep.
Were you going to add something?
Nope, you did good.
OK.
And so understand that this is not going away.
This in combination with our fuel delivery of the future,
which will be expanding upon in future podcast,
and our oil, which is so thin as it is,
this is here to stay.
This is an issue that will not be resolved
within the next five to seven years.
And right now, we have this weird scenario
where you have a Wrangler that has both a 3.6 option
and the 2.0 turbo option.
And the 3.6 is old school.
It is port injected.
You have a 2.0 turbo that is direct injected.
And you literally have someone trade in a 3.6 Jeep
and go to a 2.0 Jeep, not really realize
the profound change from one to the other
and are going to go like, well, I'm going to maintenance it
exactly like my old Jeep.
You shouldn't because they're actually
totally different drive lines.
Right.
And we do recommend.
I love the 2.0 turbo.
And I love the 4 by E, you know, kind of hybrid nature.
We have expanded upon recently how
you were recently exposed to an E-torque.
3.6 was an E-torque.
So in some of the full size trucks, they have a 3.6.
Obviously, when we get in the trucks, bruh,
we got to have Hearst-Pers.
So we're talking the Dodge Mopar platform.
So they have.
Congratulations, Savage.
They have an E-torque, which has the world's biggest
alternator I've ever seen that is liquid cooled.
And as the truck needs more bruh,
it gives it Hearst-Pers by helping the engine spin up.
But that is an awesome technology, in my opinion,
because now we have the best of both worlds.
And in that situation, you're not plugging it in.
It's taking care of business itself.
It just does magic.
And you get more benefit out of it
because you're using electric, you're using less fuel.
You have more power.
You can tow Chevy's across lines and make sport owners mad
with your V6.
Right, right, right, right.
And I can dig it.
It is a concept, or similarly enough,
related to being able to kind of marry internal combustion
engine with some form of electrification.
And again, I love that idea.
I'd actually love to see it out of a turbo diesel.
Yes.
I think there's so many of us who would love to see
turbo diesel technology married to some type of electrification
and see where that goes.
I'm going to jump back to comments just for a minute
because we had a few people jump in too.
Joe O'Brien saying good morning from OBX.
Jeff Babak saying good morning, looking good.
And then Roy Hill saying good morning, Buds.
Also, Joe Brilla did say that he's been informed once,
and it was fairly uneventful, but he's heard the horror stories.
And the thing is, if you do routine maintenance
and if you go on longer drives, then the likelihood
of your Jeep ending up in some type of maintenance
or service mode is less likely.
If you drive back and forth to Moab six times a year,
you're probably not going to experience it.
Yes, Joe, that's you.
Yeah, that's a reference to Joe.
Or on a Saturday, you come out and see the shop and visit
and buy some parts.
And then Sunday, you go to the farmers market
and you go off looking at waterfalls and the lake
and all that kind of stuff.
And now you've no longer needed form.
Right.
I mean, that is how the engineers intended
the system to work.
Now, as we kind of continue and transition our conversation
with this, would a conventional oil versus a synthetic oil
make a difference?
So in my opinion, the synthetic is a much better oil.
It's engineered better for what our today's engines are.
But synthetic causes leaks.
On an old Willis, it does.
What you got to do is OK, is that gasket look like it's cork?
Maybe synthetic isn't the best option for that.
That's right.
If it's got any kind of like the last 30 years of gasket
technology, which makes me sad, because we're
talking in the 90s, probably going to be all right.
Yep.
It's kind of like ethanol fuel.
If you're a vehicle that has been around in the last 10,
15 years, I understand.
Small engines, I do not.
I don't like ethanol fuel.
Let me just, that's my stance.
However, if you have a vehicle that's
been produced since 2007, 2008, you're fine.
Quit worrying about the ethanol particular account
and just drive it.
Now, I'm not saying run out and buy 88.
We've talked about that.
We're talking about fuel blends.
We're talking about fuel blends.
The internal components, seats, so on and so forth.
If you're a lucky person that has a 1947 motor with 1920
technology carburetors on it, then you
might want to pay the 450 gallon for wreck fuel, which
is what I did yesterday.
Tell us how that touched your pocketbook, right?
Oh, boy.
So as far as conventional oils are concerned
versus synthetics, there was a big crossover period
where people were trying to figure out
if synthetic was good enough.
If you once you did synthetic, you couldn't go back.
Oh, yeah.
Oh, that line in the sand.
Yep.
Or if you've always used conventional
and you switched to synthetic, now everything's going to leak.
Yeah, it's bad, all bad.
A little warm goes off the edge.
But if you buy a new vehicle and it started with synthetic,
you're fine.
You can use synthetic.
Yes.
Again, a lot of misnomers, a lot of situations
where humans were just trying to understand this technology
that was kind of unfolding before our eyes.
I remember asking when you went to buy a used vehicle,
what kind of oil did you run so I can run the same thing?
Absolutely.
And we still do.
And the thing is, I don't discredit
anybody who wants to continue to run
Schafer's or Amsoil or Royal Purple or Red Line
or anything along those lines if they've
kind of started along that process.
Because according to those manufacturers,
they do want you to continue to utilize their product
because they claim that after multiple oil changes,
that's when the product really is doing its best.
Again, that Schafer's conversation,
they really want you to have three oil changes in before you
see the benefits of Schafer's.
Whereas a lot of other people running, I'm sorry,
Jeffrey, running some of the standard auto parts store
stuff, and you just have a regular runabout vehicle.
As long as it's wet, Jeep's not going to care.
I'll be honest with you.
So I have to laugh at the fact that Joe Brilla did say,
funny, you should say that.
We're leaving for Auré and Moab on Friday.
And then.
Of course.
But Jeff Babak is saying he doesn't have this form problem,
but he's happy to hear about it.
However, he's also mentioning he
started using Balveline Restore and Protect this summer.
And again, those types of, I mean,
I remember when Balveline came out with their high mileage blend.
Balveline does a great job of marketing the fact
that they mix up ingredients different than other manufacturers.
And a lot of the high mileage oils
are literally a synthetic blend, which
means you have some conventional, something synthetic.
And I did that for years on my older vehicles.
And that's, I mean, ultimately, I kind of liken, again,
we'll use Balveline as a talking point
with a number of their different varied options.
It's kind of like Sweet Baby Ray's barbecue sauce
or any other barbecue manufacturer who's
got a line of different flavors.
Sweet Baby Ray's is a good example,
because this one has garlic, and this one doesn't,
and this one's hot, and this one's mild.
And this one's got honey in it.
And you get the same size bottle.
And make up the fluid ounces, I don't care.
12 fluid ounces.
We have the same volume measurement.
But we've got a couple.
We've got slightly different ingredients.
I don't know, how are we doing with only 12 fluid ounces?
I was going to say, it's between $7,000 and $400,000
again, but.
You know what?
He's got the right number.
He's got the right number.
So I know we talked about dino oil not
being the most appropriate.
Since we're going to be talking about engine issues,
Joe Brella brought up, need I mention that our problem
with my JKU started with an oil change.
I don't want to talk about it.
No, but we need to talk about three, six
penister failures in oil.
So I'll say my last piece on the air quotes dino oil
versus synthetic.
By today's standards, if you're listening to this podcast
and you have a modern engine, again,
falling within that last 15 years, it does not matter.
As far as whether it is a conventional oil or a synthetic
is better, but you're probably better off
with running a synthetic in general.
You're going to get more wear and tear out of it,
depending on the abuse that you subject to it.
Plus it's the tolerances of engines are smaller now.
So the synthetic flows better through that.
That is 100%.
I would agree with that sentiment.
So you know, don't.
And in fact, I got to be I would go further and say
that I think you're wasting your money and your resource
by trying to run a conventional in that last 15 year.
It's it is like running wreck fuel in that.
If you have a if you have a JT that you picked up
within the last two years, three years,
I don't care what it is.
And you know, it's just a regular run of the mill
gladiator 37s and 48 years and your expensive campaign
set up right in the mill.
I was going to say he started off good.
I'm like, sounds like mine.
And then he went into the 48 gears and the only thing
you don't have is the 48 gears.
I don't have the otherwise.
You have 37.
You have the Conestoga wagon and the deck box.
It's gladiator owners might as well be Subaru owners.
It's a club.
That's just whatever.
And you're just jealous.
I am.
I am so jealous.
I watched this guy on a reel today,
just trash the Jeep gladiator group.
He had like 80,000 reacts to it.
And it was like, I don't even remember what he said and whatnot.
But and I just thought, I just I wanted that Jeep for 30 years.
You know what I mean?
Like I remember the Comanche dying.
And I wanted a four door convertible.
And I still don't own one.
I just I am jealous.
But anyways, let's get back to the Subaru JT owners.
You got you got five minutes to get the mill JT owners.
You do not need to run rec fuel.
Fuel up your boat because we all know that's all you're doing
with your Jeep anyways and just put in the oil.
I own a Jeep.
I can't afford the boat.
That's right.
Manufacture recommends unless you're a direct injected oil
consuming engine and then you might want to do 520 versus 020.
Well, and that would be the thing is that it's not even
the direct injection.
And we're just seeing.
We're going to make it worse.
We're seeing those three sexes consume a little bit more
oil for one reason or another.
And again, I am jealous and I do love you JT owners.
So if you do have cancel me, if you do have the three six
Panistar, we have that's literally what you have.
Oh, that's why I'm sorry.
So here's the thing.
We literally have a customer and I love this man dearly.
He went he bought his 2012.
I think it was a 1213 14 two door red JK.
And he bought that Jeep new to my knowledge.
What's that 1313, right?
Because it's got the sensitive steering angle sensor.
Yep buys his Jeep and he largely has it.
The oil change is done solely at the dealership
because it's on some form of extended warranty process
and he wants to preserve it to the best of his ability.
Then somewhere around 16 or 17, he
comes to us for sole Schaefer's oil changes.
And he is vigilant about his routine maintenance.
Equally he lives in an urban environment.
And so honestly, he does not drive his Jeep tons
and tons and tons.
It actually will sit.
And because of the sitting, sometimes he wouldn't even
hit the incremental mileage, but he
wanted the time frame done to have the oil changed.
And so we would change the oil with Schaefer's.
We did this just vigilantly through his ownership.
Like clockwork.
Like clockwork.
And he had a top end rocker tick.
And he came to us and sure enough,
like the rest of the dreaded JK-36s,
and now we're seeing the JL, JT-36s do it as well,
he had a bearing failure at the top end of his engine.
Yep.
And I still feel vindicated.
It's just a very easy there.
I know.
I got all excited.
I'm fired up about the poor design.
You have a very small bearing.
And we've seen this failure on LS platforms as well.
And they have a bigger bearing.
And actually, the upgrade on that is a bushing hint.
Chrysler, hint.
Anyway, and on the JL, I think someone tried,
like had maybe a little tiny of an inkling of a clue.
Right.
And on one camshaft, they went to a different design.
And now we have a triple lobe scenario, which
this is just my take of it.
Now we have two side lobes that as a center one fails,
it's going to clack less so that our clacking will happen later
in life.
And now it's out of the warranty period
and they get to go, not my problem.
Yep.
Wipe their hands of it.
And instead of having a roller now,
we have a ski that is rubbing on the lobe.
And guess what?
It still wipes the lobe off.
Right.
And makes a little nice little divot in it.
So we really haven't fixed anything.
We should go back to the JK design, put a bushing in it,
and move on with life.
So I mean, the thing is that arguably in the grand scheme
of the world, obviously, we're a bit of an echo chamber
because we speak primarily to our immediate target audience,
which are Jeep owners.
But if we were to get outside of the Stalantis mothership
and we move into other auto manufacturers,
they will say that our engines are noisy.
And we oftentimes will encounter customers
who come from other platforms and they're like, man,
this engine is so noisy.
And being able to differentiate, and we've
had it happen a couple times, that certainly
among the JKs, the injector noises sound.
They're almost as loud as a tick.
They're almost as loud as that tick of a lifter.
And so lifter, rocker, there's a combination.
Usually when they forget to put the engine cover back on.
That's true.
And then that engine cover does
have some sound deadening purposes in there.
And I have to wonder whether or not
an engineer kind of knew that.
I absolutely did.
And that's actually part of that design
because otherwise, we have noisy engines
in the grand scheme of the automotive world.
And so now the thing is, again, the ripple effect
of ownership and automotive enthusiasts,
the 4.0 and the 2.5 absolutely had lifter issues.
All older technology.
So because we were stuck in the 4.0 and the 2.5 in 1963
technology, AMC never had adjustable tappets.
They just didn't.
They just kind of went with, eh, it's OK.
And because of that, as it wore, clearance
would get further and it would get noisy.
If you had a GM product back then,
you could adjust the rocker arms and lighten up that clearance.
So it didn't make noise.
And this is right with the AMC V8s and the straight sixes
all the way up until it died in 06.
So we grew up with our jeeps just clattering.
And that was, ah, it's a jeep.
That's what it's supposed to do.
And that was because it was just kind of good enough.
It was a tractor motor.
Yep, it couldn't be adjusted.
There was nothing you could do unless you
want to go in and replace all the parts and pieces.
Whereas other platforms, you could get in there and fine tune.
Yes.
You could get out your feeler gauges
and you could do your due diligence
and you could make adjustments.
And in the AMC, you know, kind of ancestry line,
we weren't able to do that.
We just had to be satisfied with noisy engines
that just flat out worked.
Now, the downfall of that is is
that you have people that will transition vehicles
about every 10 to 12 years, especially with jeeps
because they last a long time.
So the person that traded in their four liter jeep
and got into a 3.8 jeep or a 3.6 jeep early on heard noises
and they're like, meh.
Yep, it's supposed to do that.
Yep.
Well, not less.
Less.
And again, we have these tiny little roller bearings
that should be a bushing and that was causing failures.
And something else I want to kind of it's kind of related
is I've heard everybody like, the 3.6 has plastic on it.
Oh, my God, it's got plastic.
That oil cooler is plastic and it's going to fail.
It's not because it's plastic that it fails.
It's literally seals that are rubber that fail.
And when you go to an aluminum based oil cooler,
you're not doing anything for the seals.
Sure.
So guess what?
The aluminum one's going to leak too eventually.
And you have to have then faith
that that company had just as enough time and money
and effort to engineer that to last 100,000 miles
that the original actually did.
And guess what?
It failed.
So yeah.
And the other downside to that and just for clarity
is if you over torque the plastic cap
or you have that oil change place
and they're going to fail.
Don't be a gorilla.
Yeah, I mean, and that's the challenges that did happen.
Factually, add a lot of those quickie oil change
Oh yeah.
So to kind of I know we breezed over a little bit
of the JKJLJT36 top end failures.
But I guess the sentiment there is
that it's a mechanical design flaw
as part of the top end design of the engines.
And it's something that kind of realistically
we've all kind of just accepted as true.
We now replace camshafts more than we ever
possibly could have imagined.
If you go back in a time machine
and you told young Neil or Scott
that you would just be kind of dropping camshafts
in and out of engines with regularity,
I would have called you like freaking nuts.
Absolutely.
And now it's.
And to be an in and out procedure.
Correct.
Oh my god, no, you would break that engine down.
You'd send it out to get line board.
It needed to be specked up from an engine builder.
But now it's like, ah, it's just a little bit more
than oil change.
It really is, right?
Which is such a fascinating piece.
So kind of understanding that this is something we do accept
as part of the process because of these design flaw elements.
Jeep Chrysler Mothership knows it so much
that we just recently completed the task on a JL
that they have bundled.
Don't worry, they made it harder to do.
They did make it harder to do.
And because of people trying to do it kind of like onesie
toosie in kind of a cheap skateway,
Chrysler, last we knew, won't even sell it onesie toosie.
They're selling it as a complete bundled kit,
which is giving you the cam lifters and rockers all together.
All together.
You can't even go onesie toosie at this point.
So they did change the price point a little bit
to reflect this bundle that they want you to buy.
Because if you were supposed to buy a piece by piece,
you were like 2,000 bucks just for the pieces.
Yeah, it was crazy.
It was crazy.
The bundle saves you some money, but not.
Right, but we're not lighting the world on fire.
So understand that.
The last piece before we go off air,
and before Jeffrey reads a comment or two,
is the fact that the conversation of the 3,000, 5,000,
10,000-mile oil changes.
I'm going to weigh in at a professional standpoint.
And I'm going to say that as a business,
we put $5,000.
5,000 miles if we are to put a service interval sticker
on your vehicle or a recommendation.
Our professional recommendation is 5,000 miles.
Or if you're Neil's dad and you drive it 3 miles a day,
then you should probably do a 3,000-mile oil change.
Exactly.
I do not recommend the 10,000-mile oil change
at this time, unless you're like two trips to Moab in
and you just haven't had time to do an oil change
at your preferred place.
Yes, and unfortunately, what we tend to find on that
is that you are low on a cheap shot.
You are low on oil at that point.
So I don't recommend the 10,000-mile interval necessarily.
Also understand that when I say we take the professional
standpoint at 5,000 miles, I honest to Pete
believe that that oil is good to 7,000 miles.
But I also know that life is busy for a lot of people.
And if we tell you five, you're
going to come in at seven.
You're going to come in at seven.
At 7, it'll be 12.
Correct.
So I just need you to know that.
That's just how we operate.
There's nothing.
There's no hiding anything.
I believe that the oil is still doing its job at 5,893 miles,
just as good as it was before.
It's not going to blow up because a check oil light
or change oil light, change oil might, but you know.
It's OK over there.
Sorry.
It's just stroked out on us.
Did you put your tongue out?
Get it into the side.
We may have done some in-house testing on that.
I needed to be tested the other day.
Rank one off road and four by four says you guys rock.
We learned so much from you guys.
Outstanding.
Thank you.
We appreciate that.
All right.
That was a quick, fast, and furious.
Man, I could keep talking oil.
I'll be honest with you.
I know you could.
Oh my god.
We didn't even talk about oil milkshake.
We want to hear why you were on the Jumbot ride.
What is an oil milkshake really fast?
Nope, I'm not talking about it.
You'll just have to stay in there.
In the future, we'll talk about an oil milkshake.
Wow.
That was resolved because he really
wants to talk about his Jumbotron.
Nah, he does.
We, you know what, folks?
I love our listening audience and we value
you being part of our greater Jeep family.
Thank you so much for prioritizing this program
as part of your listening infotainment experience.
If you would like to reach us,
we would love to hear from you.
You can text us on our text-only number
440-855-2100 or you can email us at contact-c-o-n-t-a-c-t
at sfj4x4.com or just head over to sfj4x4.com
and fill out the contact form.
Let us know how we're doing.
Let us know if there's a topic you would like us to address.
We do get a lot of emails, a lot
of different points of communication.
So kind of bear with us as we sort through that kind of stuff.
But we do look forward to hearing from you
with that said, we've got a lot of work to do,
a lot of Jeeps on property.
If you want to see what we're working on,
tune in for Jeffrey's Tuesday live update,
where he typically touches base with Scott
on some of our ongoing projects.
Additionally, a big shout-out.
I like to talk about GIFs and all that kind of stuff.
One of our ongoing CJ projects recently sent us
a bunch of meat.
Pretty happy with that.
So we've got dogs and kielbasa's and whatnot
or sausages.
That's kielbasa.
Very excited about that.
Very excited about that.
So thank you to Rob and Teresa for that gift.
And as we move through, all of the Jeeps on site,
you can tune in and check that out Tuesday
ambiguously at some time.
So look for that notification on Facebook specifically.
Until next time, Jeep on.
Jeep on.
Jeep on.
So I'm going to make him wait.
No, no, I want to know how he got on the Jumbo front.
And what if it was just a generic audience panning?
As long as he was just with his wife, you know, and that.
And not with my secretary.
Oh, jeez.
Right?
Was Coldplay playing?
The Coldplay recipe.
Coldplay concert.
Drove into the stands.
So was it Kiss Cam?
No, not a Kiss Cam.
And it was absolutely just a generic pan of the audience.
Well, no, no.
I mean, here's the thing.
You know that, you know that old concept like,
hey, I'm going to go to the bathroom
so my food shows up at the restaurant.
Absolutely.
This was an inane change of my son
participated in a baseball camp this summer, which then
as an extension, they had a celebratory day
at the Cleveland Guardians versus the Chicago Laundry,
which I thought was hysterical.
They kept calling it the Chicago Laundry
because it's the Chicago White Sox.
I don't expect you to know that, Scott.
But I was I was starting to pick up on it.
Yeah. Yeah.
I thought it was hysterical.
But yeah.
So my daughter and a friend of hers,
they're cheerleaders for little, you know, little kids
and they kept cheering.
I mean, like they were cheering their heart out.
Like I actually eventually had to like weigh in and be like,
OK, I need you to stop, you know.
But and now my tolerance is high, you know.
But they were cheering so much
that my son and his friend actually moved down
about 15 seats at our section.
We were in the nosebleed.
So whatever, you know, I mean, and they moved down 15 seats.
And so they were no longer sitting with us.
So my wife and I and my daughter and her friend
were hanging out and like I said, hey, we're awesome.
And the girls were awesome and entertaining.
And it was an ending change.
And I zoned out.
I started reading the news.
There was a news push notification news article.
And next thing you know, just square smack on us
was the Jumbo Tron and I'm reading the news.
Scrolling.
So I'm scrolling, you know.
It was a great game, super fun, three to two and score.
But they absolutely made you look like the dad that doesn't care.
At first, right.
But then no, I totally like I like, you know, hands
in the air, you know, like just wild it out.
Had a great time.
My son at, you know, all every bit of his preteen,
you know, angst was so, so frustrated
that they had actually moved down.
And we got on the Jumbo Tron.
Yeah, that's funny.
But we had a beautiful day in Cleveland, Ohio
and had a great family day.
And that's pretty much where my weekends are at right now.
As much as I'd love to say I'm working on cool projects
or doing anything with the house build,
I get like 15 minutes to myself this fall.
And that's I question if I want to admit
that I'm working on cool projects
because it's a lot of physical labor.
But yeah, there's my Jumbo Tron story.
And of course, just like, you know,
those quirky experiences.
So I learned how you get Jeff the builder
to go and exceed expectations
as you set the most lowest bar possible
because you feel that you've gotten kicked in the nads
so hard that you just like, I need a win.
So I'm going to go in and be like,
if we just literally get dose things set,
yes, which ended up kicking our butts and one hole
with cement in it, I'm a happy man.
No, we're good.
That's literally what he started the day off with.
I'm like, no, we're going to see how we can go.
So when you do that, then you get 18 holes filled
with cement and your wife becomes the super,
I don't even know what machine
and she starts slinging bags of concrete in this machine.
Yep.
And Jeff had to run his butt off with a wheelbarrow.
And I, of course, had started moving
cement earlier in the day.
So I was ruined by that point.
He was using the forklifts.
Let's just be honest.
But once I got to that point, once I was ruined.
He did do some physical labor.
I'll give him credit.
But we started off with the side by side
because we didn't want to move the tractor.
So I was slinging them from the shed
into the bed of the side by side,
trying to use it as a one ton side by side.
I'm going to go back and just for anybody
who's maybe just joining us recently,
you had a massive shed garage collapse
during snowmageddon. 25 by 40.
Yep.
And we had a snowmageddon 2024.
It was November 2024.
And the snow load, despite the fact
that your shed should have been rated for it,
was insufficient.
The shed was for the snow load and it collapsed.
Because the shed was assembled poorly
by the company you had previously had.
That's also true.
That's part of the process.
And then of course, you have your personal collection.
There was some damage to that.
And then the shed is obviously damaged.
So you go ahead and eventually through
the insurance process, you get plans
that Jeffrey had helped draw up for a new building.
And they'd appropriately named and never changed
the name before you went to the store
to purchase the weight till that evening episode
to find out what that means.
Yeah.
So you get that and you buy this basically
barn in a kit from Menards.
And now Menards has given you a checklist of things
and you just appropriately paid for it.
And you've gone to retrieve it periodically.
And which they gave you 1,100 bags of 80 pound concrete.
No, they gave them 24 bags.
Amy, 24 bags.
Because there's 24 posts.
And I'd love to know if in Lake County that's appropriate.
But in Asheville, they're like, no, that is not OK.
That's how many you need per whole.
You need a 24 inch hole, five foot deep,
with the foot of cement in the bottom, which works out
to be six bags per whole.
Approximately six bags per whole.
I'm sad I know this at this point.
80 pound bags.
60 pound bags.
For some reason, Menards doesn't believe in 80 pound bags.
That's true.
OK.
We tried to do the 80 pound so that it would be less hauling
of bags.
Yes.
They're like, no.
So you get 60 pound.
All right.
So this brings everybody up to speed on why you were
manually mixing and pouring and hauling 100 bags of concrete.
They have 11% off everything.
So that gave us a rebate, because we bought the building
there, since we now need way more concrete.
Oh, God.
Because 24 bags does four holes.
And I was able to get 3,800 pounds of concrete,
which I got to tell you, you got to load down your chart
trailer properly.
Otherwise, you may pick your back of your gladiator
off the ground.
So but because Jeff is a machine,
and my wife is a machine, and I just
was like, I'm just going to follow directions
and be a grunt until my gut hurts, which obviously didn't
take long, because weak muscles down there.
Anyway, we got all that done.
And now we are set up for hopefully finishing strong.
We found out about cave-ins on holes.
So that's great.
So we actually have to dig down six holes.
Yeah, you have six holes left.
Ironically, we had exactly enough concrete
to do the 18 that were deep enough.
That's because I had set such a low bar, Jeff,
manifested that we were going to just end strong.
I used all of his concrete and said, OK, now we're done.
You can go get more concrete.
Yeah, literally.
So I have a shed again.
It's weird.
Oh, my.
There's space in the shed.
Until you buy more concrete.
You're supposed to go buy more concrete.
I'm going Thursday.
There you go.
And hopefully next weekend update,
we'll say we have that done.
We're ready for inspection.
And then we can try to.
You have that this inspected again?
Yep, a couple times.
And then we have to put the poles up and start framing.
And then I think they have to come out again
and make sure that looks copacetic.
Yeah, we'll have a christening of the building
when finally all that's done.
There is.
This is the most intense requirements for a building
that I've ever been involved with.
Because whatever weird code and uplift protection
is required in this county for a plus frame construction.
Certain nails, certain spacing.
I mean, I get codes always had the specific nails and that.
But the amount for the footing that goes into this is insane.
Yeah.
Yeah.
So I'm hoping, again, I'm hoping this is a little local.
By the time the building collapsed,
I'm hoping we have poles and a roof.
Year to date.
Yeah.
The goal as my goal is poles and a roof.
And I'm hoping that means that Jeff, the builder,
will have a completely done building is what I'm hoping.
I'm hoping that we get to utilize.
Holy cow.
I'm hoping we get to utilize Greg when we get to the trusses.
Wow.
His skill set will help us advance that way faster
than I can.
Wow.
Yep.
So that is what our weekend.
And then in that theme, one of the vehicles that was crushed
by that was my wife's hand-me-down project
from her dad when he passed away.
Ruined the cab roof pretty severely on it.
And I went and got a new to me cab between the two of them.
Hopefully I'll have a cab to put back on this thing.
So that was my Sunday.
Nice.
Nice.
Nice.
Well, that sounds pretty good.
Did you do anything Sunday, Jeff?
I did do.
We had a board meeting.
We had our board meeting for the nonprofit,
third quarter board meeting.
So we went through that.
And then I was like, we're an eerie.
I don't have Fox at home.
I can't watch Steelers.
If I go home, we're going to go somewhere.
So we went to Permanney Brothers, had a nice lunch there.
Watched the first half of the game.
And then we went and picked up.
Xander was with my aunt.
So we picked him up and took him to spirit.
Because he's the only one that hadn't
picked up his Halloween costume yet.
And so we let him pick out his Halloween costume.
And my wife and I got our costumes as well.
Because we've got a party to work on, too, and Halloween.
Halloween's a big deal at the.
Halloween is Christmas for this year.
Shinbichanga residence.
Yes.
Shinbichanga.
That's true.
And they're Halloween endeavors.
I was like, I'm thinking, Halloween, dude, I listen.
I can't even get through the week at this point.
My kids will be glad if they have a costume three days
beforehand.
We have not got to do much for Halloween parties
since we've had kids.
And with Kristen not being very social,
we don't typically go to the ones we're invited to.
This year we were invited to another one.
And I said, we're going to go.
She said, yep, let's do it.
We did a couple's costume.
I'll reveal that later.
My wife also wants to do a couple's costume,
but it would not be appropriate to reveal,
except for on the late night.
Dear.
Yeah, that's fair.
I can only imagine doing the horse.
No.
That would make too much sense.
Oh my gosh, folks.
All right.
Well, we do, in fact, have jeeps to work on.
And we love that we can share with you in so many ways.
So make sure to jump back in as the week progresses
for the Tuesday update.
And find us on YouTube for an upcoming video.
Until next time, jeep on.
Jeep on.
Jeep on.
Yeah.
There's a couple of them were over a foot of bachelor.
Yeah.
I'm good.
About this episode
Dive into a deep and lively discussion about engine oil, focusing on additives like molybdenum, synthetic versus conventional oils, and the challenges modern engines face with oil consumption and fuel dilution. The hosts share personal experiences, technical insights, and debunk common myths, especially around Jeep engines and maintenance. They also touch on hybrid technology's impact on oil and engine health. Beyond the technical talk, the episode includes fun banter about Crocs, a personal story about a JumboTron moment, and updates on a major shed rebuild project, blending automotive passion with relatable life moments.
This week is a continuation of last episode. The guys dive into more Oil conversation and finish up some topics left unanswered from last week. Synthetic vs Conventional, oiling problems, 3.6L in Jeeps with Lifter/Rocker issues and so much more. Stay tuned for the end to hear if Neil was on the Coldplay Kiss Cam this past weekend.
Thanks for listening, give us a review and check us out on YouTube -SFJ4x4 and visit our website to grab some great gear or products for your Jeep, SFJ4x4.com. Don't forget, you can email [email protected] for special content requests, blind react videos, suggestions, special guests, or general questions. Check out our Patreon patreon.com/ISpeakJeep