Engine oil is the fluid that keeps the engine’s moving parts from grinding against each other. Additives are extra chemicals mixed into that oil to help it last longer and stay cleaner.
Erosion here means the oil wasn’t protecting engine surfaces well enough, so parts could get worn down. Better-refined oils and additive packages help prevent that kind of damage.
Piston rings are like seals on the piston. If they get stuck from deposits, they can’t seal well, which can let gases escape and make the engine burn oil.
Carbon buildup is gunk that forms inside the engine from burned fuel and oil byproducts. If it builds up too much, it can cause problems like parts sticking.
Kerosene is a fuel. The idea was to use it to loosen gunk between oil changes, but doing that today can be risky because it can thin the oil and reduce protection.
Viscosity is how “thick” the oil is. The correct thickness helps it protect the engine right away when it’s cold and still lubricate well when it’s hot.
10W-40 is an oil grade that describes how the oil flows when it’s cold and how thick it stays when the engine is hot. A “40” grade tends to be thicker at operating temperature.
Deposit control means the oil has additives that help stop gunk from building up inside the engine. Less buildup helps the engine stay cleaner and work as intended.
Detergents are chemicals mixed into oil to help stop gunk from building up inside the engine. They help keep dirt and deposits from sticking to metal parts.
Back compatibility in oil specs means a newer oil formulation is intended to work with older engines that were designed for earlier oil standards. Even when it’s “compatible,” the exact additive balance may still differ, so the best match is the specification the engine originally called for.
Engine tolerances are the small gaps inside the engine between parts. Those gaps affect how thick the oil needs to be so everything stays properly lubricated.
Term
W
On many oil bottles, the “W” means the oil is designed to work well in cold weather. It’s about how easily the oil can flow when the engine is cold.
“Slinging” is a rough way of saying the engine parts throw oil around to where it needs to go. If the oil is too thick, it may not get to all the moving parts as well.
This is how often you’re supposed to change your oil. If you wait too long, the oil doesn’t protect the engine as well anymore, even if you use additives.
Higher mileage just means the engine has been driven a lot. Over time, engines can build up more gunk and show more wear, so some oil additives may help keep things cleaner.
“Dry starts” refers to the brief moment after starting an engine when oil pressure hasn’t fully built yet, so lubrication is less effective. Additives that improve early lubrication aim to reduce friction and wear during that vulnerable window.
The rear main seal is a gasket/seal at the back of the engine that keeps oil from leaking around the crankshaft. If it hardens or wears out, oil leaks can happen.
ZDDP is a chemical additive mixed into some engine oils to help prevent metal parts from wearing out too fast. Older engines often needed more of it, while newer oils usually have less because of emissions systems. The idea here is that adding ZDDP can help older engines get the protection they’re missing.
Term
flat tap at cams
The host is talking about a type of cam contact surface in some older engines. Some cam designs can wear faster if the oil doesn’t have enough anti-wear protection. That’s why they’re discussing adding ZDDP for compatibility with those engines.
“Compatibility with their engine” here means making sure an added oil additive (like a zinc/ZDDP product) won’t cause problems with the engine’s lubrication needs and wear-protection requirements. It also implicitly relates to how additives interact with modern oil formulations and emissions-related constraints. The host’s point is that older engines may need extra anti-wear chemistry that newer oils don’t provide.
Regearing means changing the gearing in the rear differential so the truck’s engine runs differently. It can make the truck pull harder at low speeds or make highway driving feel less busy. People do it to match how they use the truck.
“OW-20” is the type of engine oil based on how thick it is. The “0W” part means it stays easier to start in cold weather, and the “20” part is how it behaves when the engine is hot.
An oil stabilizer is something added to engine oil to help it last longer and keep working the way it should. It’s especially useful when the engine is worked hard, like when towing.
Diesel “emission systems” are the parts that clean up exhaust before it leaves the truck. Oil additives matter because the wrong kind can create residue that affects how well those systems work.
Excessive ash means the oil/additives leave behind solid residue after burning. In diesel trucks with emissions equipment, that residue can build up where it shouldn’t.
Phosphorus is a chemical element that can show up in certain engine oil additives. In diesel trucks with emissions systems, too much of it can be harmful because it can lead to unwanted residue.
This is about problems with the parts that clean up diesel exhaust. If those parts don’t work right, the truck can need expensive repairs and sometimes even won’t drive normally. The host is saying good maintenance helps avoid those issues.
Fail-safe mode is when the truck limits power to protect the engine. It usually happens when the computer detects a problem and doesn’t want you driving hard until it’s fixed. You may feel like it’s “stuck” and need to get it checked.
Some engines use seals made from a Teflon-like material. That material can resist heat and wear differently than rubber. Additives may be designed to work with the specific seal material your engine uses.
SCR is a diesel emissions system that helps reduce harmful exhaust gases. It uses a chemical treatment to make the exhaust cleaner as it passes through a catalyst. If oil is getting into the exhaust, it can clog or damage that system faster.
A “DOC” is a catalyst in the exhaust that helps clean up diesel fumes early in the system. If oil is getting into the exhaust, it can coat or clog the catalyst and make it work less well. That can lead to expensive emissions-system problems.
API is a major U.S. organization that sets standards for engine oils. When they update their requirements, oil companies have to make sure their additives and oils meet the new engine-protection goals.
Fuel economy here means the oil can help the engine waste less energy. Some oils/additives reduce internal friction, which can help the truck use less fuel.
Durability means the oil keeps working well for a long time, not just right after you change it. The additives are judged on how well they protect the engine over many miles/hours.
CK-4 is a set of rules for diesel engine oil quality. If an oil meets CK-4, it means it’s been tested to protect the engine under heavy diesel conditions.
Term
F-A4
F-A4 is another label for what diesel oil is designed to do. Oils that match a spec are tested to meet certain protection requirements for modern engines.
They’re describing a lab check process. When the oil standards change, they test again to make sure their product still works with the newer oil types.
Reformulating means changing the oil’s recipe. If the standards for diesel oil change, the manufacturer may need to tweak the formula so it still protects the engine the same way.
Oil additives are extra chemicals that help engine oil do its job better. They can help protect the engine from wear and corrosion, and they may help older engines that weren’t built with modern oil/emissions requirements in mind.
DPF means diesel particulate filter. It’s a device on diesel trucks that catches soot from the exhaust, so the truck pollutes less. Some engine oils can contribute to clogging, so the right oil matters.
Term
DF
“DF” here sounds like another emissions-related filter/device on diesel trucks, mentioned alongside the DPF. The point is that older trucks didn’t have these systems, so the oil that’s designed for newer emissions hardware may behave differently in older engines.
Back compatibility in engine-oil specs means newer oil formulations are designed to still work safely in older engines. Additive packages and performance requirements are balanced so the oil won’t cause issues when used outside the newest vehicle’s exact calibration.
Concept
testing that you do
This refers to controlled evaluation of oil/additives under real-world-like stress. The transcript later describes running vehicles hard, towing, and then sampling the oil—an approach meant to connect additive chemistry to measurable engine wear and oil condition.
An oil sample is a little bit of your used engine oil that gets tested. The results can show whether the oil is still protecting the engine or if it’s getting worn out or contaminated.
Here, “analysis” means testing the used oil in a lab. It helps show what’s happening inside the engine—like wear and whether the oil additives are still doing their job.
An oil change is when you replace the old engine oil with fresh oil. The idea here is to compare what the oil looks like at the end of each interval to see how well it’s protecting the engine.
An oil flush is an extra cleaning step some shops do before an oil change. They use a special fluid to help loosen gunk inside the engine, then drain it out and put in fresh oil.
A diesel engine is a type of engine that uses compression to heat the air, then injects fuel to ignite it. It’s common in trucks, especially when you need pulling power.
A remanufactured engine is a used engine that gets taken apart and rebuilt to a set standard. The goal is to make it perform like a properly rebuilt replacement, not just a used take-off.
ISO 9001:2015 is a quality standard that companies can be certified to. It generally means the shop follows documented processes to keep the rebuilding quality consistent.
A warranty is the promise from the seller that if something goes wrong within a certain time, they’ll help cover the repair. Here, they’re saying the warranty is broad and covers a lot.
Decibels are how loud sound is measured. The host is saying their test showed the engine got quieter by a measurable amount at idle. A small number change can still mean a real difference in how it sounds.
The four ball wear test is a lab test that checks how much wear a lubricant causes. It uses small steel balls under pressure, then measures the damage to see which additive protects best.
An engine treatment is a bottle of additive you add to your engine oil. The goal is usually to help clean the inside of the engine by breaking up deposits so the oil can carry them away.
A maintenance program is just a routine plan for taking care of the vehicle—like regular oil changes. The host is saying additives work best when they’re used as part of that regular plan.
“Codes” are warning messages stored by the truck’s computer when it finds a problem. Mechanics can read them to figure out what system is acting up.
Term
newer trucks with sensors
Modern trucks use sensors to measure what’s happening under the hood and in the exhaust. If the readings look wrong, the truck can throw warnings and may need attention.
Term
DF system treatment
Diesel trucks have special systems to reduce pollution. The “DF system treatment” is the method (often using a special fluid) that helps that system work properly instead of getting clogged.
Over time, diesel exhaust treatment parts can get gunked up. This “crystallization buildup” is like hard deposits that can clog the system and trigger warning codes.
Term
deaf system
Modern diesel trucks use a special fluid called DEF in the exhaust to cut down on pollution. If the system doesn’t run the fluid through properly, deposits can form and cause trouble codes.
Urea is a special fluid used on many diesel trucks/cars to reduce pollution. It’s injected into the exhaust and helps a catalyst turn harmful nitrogen gases into cleaner ones.
DEF is diesel exhaust fluid, usually a urea-water liquid. Diesel trucks use it to help clean up exhaust by reducing harmful nitrogen pollution. It goes in its own tank and gets injected into the exhaust system.
This is about how strong the DEF mixture has to be. The truck needs DEF to be within a tight concentration range, and the speaker says the allowed tolerance is about plus or minus 0.3%. If it’s outside that range, the emissions system may not work properly.
A float is a small piece that sits in the liquid and moves up and down as the level changes. The sensor reads that movement to figure out how much DEF is left.
An ultrasonic pulse is a high-pitched sound the sensor sends out. It measures how far away the fluid surface is by listening for the echo, which tells the truck how much DEF is left.
The freeze point is the cold temperature where a liquid starts to freeze. For DEF, keeping it from freezing is important so the truck’s emissions system can keep working in winter.
Built-in redundancies are backup systems designed to keep a function working even if one part fails or conditions are harsh. In DEF dosing/level monitoring, redundancies can help maintain safe operation across different temperatures and sensor behaviors.
Heaters are used to warm the DEF system so the fluid doesn’t freeze in cold weather. That way the truck can keep injecting DEF and cleaning the exhaust.
Concept
loading it
“Loading it” refers to how quickly the DPF accumulates soot/particulates until it reaches a level where regeneration becomes difficult or the filter clogs. The transcript ties this to how much emissions the engine produces and whether the aftertreatment system can keep up. Faster loading increases the risk of restricted exhaust flow and emissions faults.
The Jeep Commander is a mid-size SUV, meaning it’s a larger vehicle meant to carry people and gear comfortably. It’s built for regular driving and family-style trips. In the podcast, it’s mentioned in connection with someone’s story and vehicle history.
Concept
evolution of automotive
They’re talking about how car technology keeps changing over the years. As engines and trucks improve, the oil and additives have to change too.
Here, “clay” seems to be the name of a product or additive the hosts discussed, not just the material. It’s part of the story about how oil additives evolved over time.
Stop leak is an additive you add to oil to help slow down leaks. It can help with small seepage, but it doesn’t replace fixing the real cause of the leak.
The Ford Model T was one of the first cars made in large numbers, so more people could afford to drive. It’s used as a starting point to show how cars changed over time, including the move to modern engines like diesel. In short, it’s an important early milestone in car history.
Torque is the engine’s pulling/twisting strength. Higher torque usually helps a truck move heavy loads more easily.
LIVE
Welcome to the diesel podcast presented by DFC diesel.
How's it going, Eric? Welcome back to the podcast.
Doing well. How about yourself?
Thank you for having me back.
I'm doing pretty well.
It's there's been a lot going on in an automotive.
I think the first part of the year,
one of the huge things has been like fuel prices
and the fluctuation and then oil as well
and and how the markets are being impacted.
So I thought it'd be great to talk with you today
about the engine oil side,
like the technical say evolution of it,
you know, especially with diesels,
how it's evolved through the years
and then some things to be able to understand
like oil additives and what goes into an oil like I
as I mentioned before the podcast,
like I know very like a little bit based on podcasts,
but to me, it's always been like a bottle.
I make sure it works with my engine.
I go get it and you know, some of us buy whatever's cheapest.
Some of us loves particular brands.
So I thought that'd be a great starting point.
Sounds great.
Sounds great.
Sorry, go ahead.
Let's see what we walk me through.
Walk me through the engine oil side.
Yeah, absolutely.
So just a little bit on the history side,
you know, lubricants, you know, even predating 1900
were, you know, pretty crude.
No, you know, no pun intended,
but they're, you know, using them as lubricants
and certain machinery and engines and things like that.
You know, for from the get go,
they were things like animal fats,
you know, whale oil or tello,
sometimes vegetable oil.
They did have some simple mineral oils that were,
you know, refined, but they were,
they were very inconsistent.
They had pretty much no other additives in the middle
and you know, you get one from one lot and one from another
and they could be very, very different.
But with those, you'd get,
you know, rapid oxidation, a lot of solid formation,
carbon deposits and then erosion was actually a pretty big
issue with those because they weren't fully refining it to,
you know, a nice fine like the synthetics of today.
Then as automobiles started really kind of taken off,
you know, between 1900 and 1920,
it was pretty much straight mineral is at that point.
For the most part of SA-830 or 40 viscosity still didn't
really have any detergents or dispersants,
no anti-wear additives and those oil changes.
I mean, you'd be, you'd be lucky to get a thousand miles
out of something like that before we'd have to change it.
So still got a lot of carbon buildup,
stuck piston rings, crankcase sludge and things along those lines.
So a lot of times people would actually just flush their engines
with kerosene in between oil changes to get all that stuff out
of there and then additives really started to appear,
you know, after about the 1920s.
So they started finding out about our oxidation inhibitors,
pore point depressants and then anti-foam agents was really
a big one that helped, you know,
that oil wasn't getting whipped up as much in foaming.
So it started lasting a lot longer and that was actually
when Rizzlone came to be was in 1921.
And we had our original product and we still actually have it
to this day is our engine treatment and essentially what it
does is it cleans and it restores and it protects the systems.
So with that oil, not really having much of that in there.
This was a new item at the time.
It was extremely popular over the years as these specs change
and I'll talk a little bit about some of the more recent specs
for diesels.
But, you know, this was something that people bought all the time
just to help, you know,
their oil last longer, help their engine last longer.
And we've evolved the formula alongside with the API and the
markets as things changed, but still very, very popular item
for our side.
Was there a big change historically like going from the
early automobile days to the 20s and then jumping say to the
70s with emissions controls on vehicles and maybe that putting
more demand where from the oil side or the additive side
company said, Hey, we need to now kind of revamp
what we're doing because these things are getting more complex.
Yeah.
Well, you know, that was a big part of it, but really just the
demand for, you know, I expect we're getting into, you know,
60 70s, you know, they were the amount of horsepower some of
those engines were putting out in the muscle cars and things
along those lines.
So they really needed to advance that oil to help, you know,
with the burning, like you said, emissions type issues.
But another big part of it was just the performance of these
engines and them having to kind of follow along because, you
know, if you don't obviously, use the right type
of oil in your engine, you know, you're not going to get much
use out of that thing for very long.
One of the things that I'll hear from people sometimes it's
in comments or just people I personally know when it comes
to oil and it, you know, pops up and we're at the garage or
you know, working on a truck or something is somebody will say,
well, all the oils this is pretty much all the same.
And I'm not knowledgeable enough to be able to have, you know,
an in-depth conversation with them about it or to educate them.
So I thought it'd be great to kind of jump into that with you.
Like, what don't we know?
What should we know about how we, like what a gallon or a quart
of oil is today?
Like, where does it come from?
How refined is it?
Is there variance in the marketplace for it?
What don't we know?
Yeah, there's definitely variance, you know, and that's where,
you know, we'll talk to people like, look, you know, whatever
the OEM says that you need to be using in that vehicle,
that's what you need to be using because there's, you know,
there's a lot of, you know, they start basically with kind of
a highly, highly refined base oil and, you know, you get the
mix between conventional and synthetic and semi-synthetic,
you know, that's pretty well known out there, but really
it's the additive packages.
So, you know, depending on the type of engine or, you know,
the type of vehicle, they'll make recommendations just based
on, okay, maybe you need a certain type of viscosity.
Obviously, that's a big one.
You know, if you're going to use OW20 or you're using 10W40,
that's a very, very big difference.
And then for anti-wear and deposit control, so, you know,
be able to keep that engine cleaner.
And that's partly why they, every so often, they'll develop
new specs for these oils, mainly just because as the market
changes in these engines now are just so efficient and, you
know, they're getting so much power out of much smaller engines
now, so they'll take a look back and say, okay, you know,
we noticed this trend is going towards this engine, let's say
having, you know, more deposits than others.
So they'll say, all right, you know, let's move, let's look
at something that will up the amount of detergents or, you
know, some of the other items that are in there just to be
able to help with that specific issue that they might see
trending.
So it's a, you know, they work closely with the OEMs and the
engine manufacturers and it's a, so it's a pretty in-depth
process that they go through.
And it's actually very, very interesting.
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With something like detergents, that kind of piqued my
interest a bit about it for a question is, the thing about
detergents, like, see, we take a modern diesel, it's got an EGR,
it's fairly, it can be aggressive.
And I imagine that the detergents that would be needed on
that's going to be entirely different than, say, a 1994
12 valve Cummins with a mechanical injection pump.
And when you go to a store, there's just going to be one
type or one classification of oil.
Does that research or the work beforehand go into like, I don't
want to say aggressive, but would more detergents in oil
impact an older truck different than a newer one?
Or how does it work on like the R&D side of that portion?
Yeah, it certainly could.
And again, you know, sometimes when they come out with these
new specs, you know, they'll say it's back compatible with
the, you know, the version or maybe a version or two before
it, you know, they obviously recommend that you try to find
the exact thing that you were utilizing before.
It really depends on the engine.
But, you know, some of those things, you know, might not be
ideal for the system, but you know, nothing like that would
be catastrophic by any means.
Okay.
I know I'm simplifying this way down to the basic level here.
But like, what is a base oil?
Like, how could I understand if I'm just tuning into this
podcast or for me personally, like, what is a base oil?
Is it refined to a certain standard?
And that's where at a large level, the oil start and then each
company is saying, okay, we're going to do like the additive
packages that you mentioned, this is what we're going to do
and it gets a little bit more customized.
Yeah, absolutely.
Yeah.
So in the initial refining process, you know, in those
towers, there's multiple layers that are cracked.
So there's, you know, different percentages that are
certain viscosities, they have certain, you know, better
aspects to them.
So you're talking all the way down from like waxes to
greases and then, you know, if you're getting up into oils
and then you're getting up way higher up into fuels and diesel
and things like that.
So what they'll do is they take that from a certain percentage
for base oil and they'll get a look at it.
And then, you know, it's not perfect at that point.
So they'll re refine that multiple times until they get
the correct, you know, color, clarity, viscosity and things
along those lines, you know, a certain amount of phosphorus
or other types of things that can be, you know, in that oil
from coming from the ground, that's why they call it a base
oil because they just try to make it as basic as humanly
possible so that they can start adding some of those other
things in there, like the detergents and the antioxidants
and that that will get it to a point where it's exactly to
the spec that they want.
Okay.
That makes a, that helps clarify it, you know, a bit for me.
One of the big things I saw in the news, not necessarily recent
maybe within the last couple of months and I think I saw it
from the digital magazine, but they were talking about some
of the OEMs potentially at that time discussing how there
might not be availability of a certain weight oil and what
their customers could do short term to be able to, to accommodate
that and it got me thinking about engine oil weight and I
know there's like huge discussions and debates about
which one to run in like a 67 power stroke or some
of these newer trucks and, and different stuff like that.
What do we need to understand about oil weight?
Like to me it, and again, this is very simple and basic to
me, it goes back to what are the tolerances of the engine?
How is it designed?
What type of weight or viscosity does it need based on how
that engine's built versus say another one, but I'm sure I'm
missing a ton, but what, what should I pay attention to when
it comes to engine oil weight?
You know, really, I mean, it depends on, you know, where you
live because obviously, you know, the W in the oil weight
stands for winter.
So when it's cooler out, you know, it's going to be a different
viscosity than the others.
So that's very important depending on where you live, you
know, you don't want to put in something that it is, it's
meant for a colder area that is specific for your vehicle.
But then, you know, you're in the Arizona desert constantly
that oil is going to be much, much thinner and it could
potentially, you know, cause an issue.
And, you know, with those oils and, you know, that's why we
always say, you know, at least for us, you know, go with what
the OEM recommended to you, you know, try not to deviate in
any way, you know, add these additives that we produce can
help with some of those issues that, you know, maybe your oil
that you're getting isn't perfect or maybe, you know, you're
you have a little bit of sludge, we have, like I said, this
engine treatment product that will help clean that up.
But really the main thing is, you know, just the engine type.
I mean, the tolerances in these things are, you know, so tight,
you know, in the pistons and all the just different components
of these engines.
So if you have an oil in there that's, you know, too thick
for what that engine is supposed to have, it's actually going
to have difficulty slinging that oil to all the different
moving parts that it has to get to.
So they're very, very specific about what type of oil weight
you need to be getting.
And then, you know, there's the whole kind of debate between
synthetic, semi-synthetic, but, you know, a lot of these nowadays
are created pretty equal.
So, you know, I always tell people, I wouldn't go with the
cheapest outright, but, you know, you want something that's
a little higher end.
And then, you know, obviously following the change intervals
is very, very important.
If I was to step back for a second to have this foundation.
So there's a base oil, say formulation that's going to be
produced in conjunction with what the OEMs want.
So these oil companies are formulating it based on input
from the companies that are making vehicles and engines.
And then from there, they customize it maybe a little bit
here and there with different additive packages, detergents,
things like that.
Where does, where do oil additives factor into it?
As far as like, what benefits can I get from it?
How can I use that to improve either the cleanliness or reduce
wear inside of my engine?
Sure.
Yeah.
So like I said, you know, our engine treatment here, it's a,
it's essentially just gives it a little bit more boost in those
detergents.
So especially in higher mileage engines, you know, you know,
even if you followed those intervals, you know, very,
very closely, you know, there's always a place for some of
these additives to be able to be used for some extra, you
know, just, just a little bit of extra protection and a little
bit of more peace of mind, if you will.
So, you know, I run this engine treatment in my car at every
oil change.
I just leave it in there and it helps clean everything up.
We do also have an oil stabilizer, which is our engine
supplement.
So helps with dry starts and then just friction and wear.
So, you know, this is just a pull and go into your oil and it
helps with the film strength and it just helps to, you know,
keep that engine running a little bit more smoothly.
We hear great things back from people about that one, you know,
you know, causing it to, you know, if you're, it's a little
bit noisy, let's say it helps to lubricate some of those parts
and break that down.
And then, you know, we do have a lot of our stop week type
products.
This is our rear main seal specifically, which I'll get into
a little bit later on the diesel side.
But you know, some of those conditioners can actually just
help to keep some of your seals and things like that from
having issues moving forward.
So, you know, you don't always have to have a leak to be able
to use some of these types of additives or an actual issue,
but there are certain ones that people just like to use for
protection.
And then, you know, older vehicles, they used to have a lot
of ZDDP.
So this is our zinc product that we produce also usually more
for older cars that maybe have like flat tap at cams or something
along those lines, you know, more classic type cars.
But newer oils, they don't put as much ZDDP as those additives
like we were talking when they're making the oil as they used
to.
So it doesn't provide the protection for those older types
of engines.
So that's a great one for people to be able to add that to new
oils and then have it be compatible with their engine.
So is it, I always have to kind of like relate something.
I don't understand back to something I do and it helps
me connect the dots.
So I think of like a diesel truck and, you know, you go buy
one brand new off a lot.
They're all going to have the same ride height, same tires,
same kind of stuff.
Well, a lot of people listen to the podcast are customizing
it based on how they're using the truck.
They might add different winch, different wheels and tires.
They might regear it.
They might do different things to help them use that truck.
However, they want to use it.
And I just think let's take Ford as an example.
Ford builds a super duty.
They're building it to the masses who are going to buy these
trucks with their fleet owners.
It's a daily driver.
It's a truck you're towing every day.
But individuals can have more, need more capability in certain
areas.
They might use them harder.
They might use them less.
Is that sort of the same thing with oil in the sense of when
I go to a store and I'm going to buy it, it's produced to a level
to satisfy hundreds of millions of vehicles that are, you know,
in the United States.
But my particular use, maybe I idol a lot.
Maybe I tow a lot.
Maybe I go through different temperature variances where
it's cold.
It's hot.
Is that where these additives factor into using it to like the
benefit of the engine and the vehicle itself is being able to
customize it more than what's mass produced and available at a
store?
Yep.
Yep.
No, you're absolutely correct.
You know, those oils are made, you know, just to basically cover
every vehicle out there that they want to need to take a OW20 or
something along those lines.
But yeah, you know, if you're customizing, maybe you're, you
know, customizing to tow a lot.
You know, that's where our oil stabilizer, you know, that that
you can add to kind of customize that oil in your engine for that
type of vehicle.
You know, if you're towing, like I said, you're doing a lot of
high speed running.
You know, that's a great product for something like that to take
that kind of generic oil, even if it's recommended for that
vehicle, but knowing that you did something different to it,
you know, that's where our additives can come in and deploy.
Is the, you mentioned sludge and deposits and things like that,
which I think have always existed since the internal combustion engine,
but have the demands of emission systems on diesel trucks.
Has that made it even more important to be able to handle those
deposits and the byproduct of combustion?
Oh, yeah.
I mean, if you get excessive ash, you know, or phosphorus or just
other unsuitable additives, you know, which isn't anything about
like our products, but it can, it can definitely shorten the
emission system life.
And, you know, as we've talked about in detail before, you know,
the emission system having issues is extremely costly to fix.
So yeah, it's a, it's very, very important to follow those intervals
and keep that oil as clean as humanly possible.
It's where a lot of our questions, probably a lot of feedback
that you guys get from the field and from customers is they buy
this diesel truck because they need it.
They need the torque and the capability of the towing, the payload.
But then they also know or think in the back of their mind,
I don't want to have to replace this DPF.
I don't want to have a fail safe mode and be stuck and have to
have a tow to the dealer or something like that.
And so I found people over the last four or 56 years have
gotten more receptive and have started to ask more questions or
like, told us do more episodes on this because we want to hear more
about it to be able to like avoid those kind of issues with the
emission systems failing.
So they're more, they're more apt to, I think, consider different
products.
Like we've talked about the DF fluid products you guys have and
fuel additives and a ton of different things.
But specifically with engine oil, they think that as well because
they know, I mean, I'm not sure what it going right on a repair
replacement of an engine is, but it's probably 20 30 grand with
parts and labor.
So they don't, they don't want to pay that.
No, no, you're basically buying your car twice.
Yeah, no, and that's what I, you know, like I said, especially,
you know, depending on the age of the vehicle, but you know,
if you're for this rear main, like I was talking about our
product, it's obviously specifically formulated for, you know,
the rear main, those are, they're starting to do some more
Teflon type seals for those, whether they're kind of dry fit
in there.
But this one is specifically formulated to the type of
rubber that's in there.
And then some of these stop weeks, you know, if you're
consuming oil, you know, we have a couple of different products
that will help with the consumption of oil.
And that's where, you know, if you're burning oil and that's
going into your emission system, I mean, you're, I can't say an
exact number, but you're definitely going to cut down the
life of your emission system.
I mean, if with that getting in like your SCR, even the, you
know, doc or something like that, it's going to cause some
pretty serious issues.
So that's where we have our stop weeks to kind of help stop
that consumption from occurring.
And then we also have our fuel products like we talked last
time to help clean up that emission system.
I know from our previous talks we've had, you're heavily
involved in the R&D side and being in the lab and testing.
What sort of things do you do or have you seen that we should
know about when it comes to the oil side and oil additives with
some of the trucks that you're testing and some of the things
you're seeing there firsthand?
Yeah, like I was telling you, one of the last ones, you know,
we do get to work pretty closely with the OEMs.
You know, we're, our offices here are only about 40 minutes
from all big three headquarters.
So we worked with them in different capacities in the
past, but we're also very active in different, you know,
groups and agencies that work with oils and setting standards
and things like that.
But we keep our ear to the ground with whenever there's a
change coming up, you know, for the API, the American Petroleum
Institute, you know, they'll make new specs every so often
like I was talking with you about.
And the last couple of changes that they've made, you know,
like I was telling you before, it was about performance and
functionality for a long time, but lately the last couple
of changes they made has really just been for, I mean, engine
protection, obviously an oxidation and fuel economy, but it's
just a misinsistim durability has been the real big one.
So for the diesels lately, they just came out.
They're most people are running the CK4 spec.
F-A4 is out there as well, but in starting in 2027, they're
replacing those two with a CL4 and an FB4.
So it's just a new standard spec that they'll be utilizing
for most newer vehicles moving forward from 2027 on.
Those newer oils can typically provide better protection than
the previous generation, but correct in viscosity and specifications
remain probably the most critical piece.
So when we see these things coming, what we'll do is, you
know, if we sell a product that's supposed to be used in
that type of oil, we'll actually get some of that new stuff
and we'll, in our lab here, we'll redo all the testing that
we did initially.
So we're making sure that it's functioning exactly as it was.
If it does, great.
If not, we'll take a look at the formula and we'll actually
reformulate to kind of go along with the API updating their
specifications.
I've heard rumblings of that.
Maybe I want to say I had somebody on from API a few years
back and they were talking to me about the change coming in
2027.
I thought, oh, that's like three years down the road.
Well, now it's like six months away, right?
So it's kind of stuck up on us.
But I find with diesel enthusiasts when they hear of a
change, especially with oil, they think it's worse.
It's not as good as what I have now.
It's it's not going to be.
There's hesitation with it is.
Is that fair?
Is it not fair?
Like I'd love to have like a professional expert opinion
because you're there.
You're working on this.
This is your career.
Are new formulations quote worse or are they just different
to be able to handle what the demands of newer vehicles need?
Yeah, yeah.
In my opinion, you know, I think I think it's that's fairly
unfounded.
You know, I'm not going to say everybody's wrong all the time
by any means, but you know, they the the amount of R&D that
goes into this oil.
I mean, you know, they they're their goal
is to get these things to last as long as possible and not
cause any issues.
So, you know, I have faith in the engine, the hundreds and
thousands of engineers and the people that are working on
these things to give us the best possible oil for that time.
So that would be my opinion anyways.
And I think, you know, I'll always think that the scientists
and the people doing this work are doing their absolute best
and they're they're giving us the best oils every time that
there's a new change.
On the flip side of that, there's so many older trucks that
are on the road and
probably say since 2020.
A lot of what I see in talking with enthusiasts and companies
is it's not a mass exodus of people not buying new trucks.
It's just people are saying, I'm going to buy this older one
because it's simpler or I always wanted it.
And then we think, well, if I go to the store and it's this
new oil that's specified for a new truck, is it going to work
on by 20 year old or 30 year old truck?
Is that where like in my mind, that's where an additive package
an oil additive would be extremely important to where
my engine wasn't, you know, say I take a 73 power
truck. It didn't have any GR didn't have a DPF and a DF
system. It didn't have any of that stuff.
So is that oil going to work as well on my older truck?
And if not, how can I help it?
And that's where an oil additive comes into my mind.
Yep, absolutely.
Yep.
And then we that's where, you know, some of these additives
that I'm referring to here that Rizzle makes will definitely
help with that.
You know, they they definitely they certainly take that into
account when they're creating those new specifications.
You know, there is some back compatibility like I was saying
with some of these oils because they they know, you know,
alright, we came out with a new oil, but it's not like everybody
owns the 2027, you know, brand new vehicle that needs that.
So that is taken in mind when they do their R&D, but
certainly our oil stabilizer is a big one for that.
And then like I mentioned, you know, not fully applicable,
but like our ZDDP, that's just something that they don't put
in oils anymore that some of those older engines required.
It was it's basically a sacrificial element that just
basically it's destroyed and carried off back into the oil,
but it keeps those metal surfaces from rubbing against each
other. But depending on how far back you go, I mean, as you
know, you know, some of those older engines were a little bit
more forgiving between the tolerances and just the
technologies in them.
You know, you go back far enough.
Like I said, some of those were just running on vegetable oil
and you get some time out of them.
So no, it's definitely taken into account, but certainly our
editors can be very, very helpful.
And you know, we've mentioned it before, but we've got a great
tech support team and website.
And you know, if anyone of your listeners has any questions
for something similar, you know, they can call in and we can
kind of come up with a specific program for them to get that
oil exactly where they want it to be.
With some of the R&D or maybe say testing that you do.
I'm sure there's vehicles that you you guys run really hard
and test and tow with and do different stuff and then take oil
like do an oil sample and do an analysis on it.
I think that was something I overlooked for so long as a
truck enthusiast and truck owner.
And I don't know why I overlooked it, but to me like that
would tell me exactly what's going on in my engine with wear
deposits and then being able to judge the quality of the oil
and oil additive that I'm using to see how that changes from
oil change to oil change.
What kind of things do you see with either wear or cleanliness
when you add this oil additive to the rotation?
We actually, you know, the one like I said, there's a legacy
product, you know, we've been running that one for a hundred
and a hundred and four or five years now.
So it's pretty tried and true.
Like I said, we've updated it over the years, but we get great
feedback on that product.
You know, people just absolutely love it, especially, you know,
it's a good way, you know, a couple of bucks on the shelf
pour it in and go, you know, there's no extra steps, you
know, you're not, you don't have to get an oil flush when
you go to get your oil change or anything like that.
So yeah, the additives that are in there do a phenomenal job
of keeping the sludge and everything kind of at bay in
those engines.
And if it's a great additive to use, even if you don't have
an actual issue, you know, it's just something that can help
prevent some of that buildup and stuff like that too.
So like I said, I, in my more modern car, I think that's a
2023, I put one in every time I do an oil change and, you
know, I get feedback that everything looks great in there
every time I go in there for an oil change.
So it certainly helps a lot.
And you know, a lot of people are a little bit skeptical on
some additives at times, you know, but as we talked before,
you know, we put a lot of heart and soul into our R&D and
it's a good testament that the majority of the people that
work here are also running certain products in their
vehicle at any given time.
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
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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 DFC diesel.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.
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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.
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If you have questions, maybe you want to do something that's
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I think what's really helpful to understand that that perception
that people can have is really like the education like how
you walked me through the evolution of oils and how they've
changed.
And I know once you really start on the enthusiast path or you
start listening to a podcast about automotive stuff like you're
on the road to be an enthusiast and you're really interested
in your vehicle.
You're interested in different maintenance concepts.
I think just understanding that things are manufactured to
a certain level and your particular vehicle might require more.
It might require better additives, a better oil.
We've talked about fuel before.
There's so many different parts of the truck that factor into this
but just understanding it's built to a mass level of being able
service, you know, hundreds of millions of vehicles and you
know, do you want to make your truck last longer or do you use
it in a way that's more demanding and what products are on
the market to be able to help you do that without having to spend
$20, $30,000 on an engine replacement or buy a fuel system
or have to get a DPF from a dealer or something like that.
It really I think kind of helps change the perception of, you
know, do additives help or do these supplements help?
Yeah, no, absolutely.
Yep.
And you know, like I said, with our history, you know, we're
one of the we were the first to do this and actually Rizzlone
was the first one to use the term tune up.
So they back then, you know, in the 20s, 30s, you know,
they actually it was a lot of shops that would, you know, offer
this to people instead of just being on the shelf.
So it was it was all over the world actually, you know, all
that time.
So yeah, no, that's a great one.
And then, you know, this oil stabilizer, you know, one of the
things we hear from people is because it's supposed to help
with noise, you know, if you get a little bit of ticking, you
know, maybe your engines just getting a little older, a little
tired, but you know, we did some testing and you know, in one
engine at idle, it was a I don't remember the exact numbers,
but it was like 15 decibels that we were able to bring just
the idle engine noise down on that.
So, you know, and it's almost instantaneous.
So we get a lot of great feedback from people on these
additives and like I said, you know, if any of your listeners
want to, you know, have this certain thing that they're
looking for for their certain vehicle, we can certainly help
them with that.
We have a solution for everything.
Are they when it comes to the oil additive product, is it
different between gas and diesel or like if somebody jumps
on the website and checks it out, like how do they find what
works for their particular?
No, very of our oil additives are all for gasoline or diesel.
Keep it simple.
Yep, absolutely.
And that's the way we formulate them, you know, it's like
because you don't want, you know, you don't want somebody
who's looking for something to go in and say, well, you know,
I have a diesel, this is just isn't going to work for me.
So, you know, all of our products will work just fine in
there.
And my joke is I always say, you know, we don't make oil,
but we make oil better.
I bet it's really helpful to be like positioned where
you guys are in relation to the big three and with other
agencies and institutes out there to be able to like do
this work beforehand.
So when something changes like the oil specification,
you change their mentioned in 2027, you guys are ready to
hit the ground running and that could kind of be a, I think
a misperception with the public too is I don't think they
necessarily know in general that you guys are working on
stuff way before it hits the market.
So when it does, there's been a lot of time effort in our
indeed put into a product and they can go buy it on the
shelf.
Yeah, absolutely.
Yeah.
And you know, we're, we do a lot of our stuff in our lab,
you know, but if we're going to publish any sort of data,
we always send the same exact thing out to an outside third
party lab just to make sure, you know, but nobody wants to
believe that somebody's own results.
So we make sure that, you know, we get official testing and
things like that done.
But yeah, no, we, you know, sometimes two to three years,
you know, ahead of even something coming out and, you
know, that gives us the ability to a lot of these products,
you know, become the first to market.
So which is great.
Have there been any, anything that's really caught you off
guard or surprised you like through the R&D, like we could
focus in on the oil additive stuff and maybe testing it on
a diesel truck or just an engine in general, where it out
performed what you expected, like either through an oil
analysis or through looking at data and saying, I didn't think
you'd make that big of a difference, but it did.
And I was able to repeat it, you know, X amount of times.
It's, yeah, no, I've got to actually, yeah, we did some
like, we're testing with some of our products.
So, you know, looking at, you know, standard oil, maybe
a conventional semi-synthetic, you know, something like that.
And then adding our products to those and then they do a
four ball, four ball wear test is what they call it.
And our, some of our products that we've gotten results
back on, I mean, I knew it would help, but it was just blown
away with the numbers that came back on some of those.
And a lot of that stuff's available on our tech sheets
or our websites, if you know, anyone, that is a little more
technical, why not wants to get a look at the, and the other
one wasn't quite as, it wasn't in a lab setting by any means,
but a friend of mine bought a car from somebody and they
admitted to him, it was a elderly person, but they admitted
to him that they hadn't changed their oil in about 40,000
miles.
So we opened it up and looked in there and I mean, it was
just covered in sludge and so we changed the oil.
We ended up putting a couple bottles of the engine treatment
that I was talking about the detergent in there, ran it for
maybe a thousand to 2,000 miles and we took it back out,
took everything out again and dumped the oil and it was,
it looked brand new in there.
It was just blown away.
How well it worked.
So it's a phenomenal product.
It's a long oil change.
Yeah, it was actually running pretty well.
So I mean, I was surprised it was doing as well as it was,
but yeah, that thing was clean as a whistle once we got done
with it.
So I'm not sure how much longer to last after abuse like
that, but it looked good anyway.
Our, I think like to me the oil, if it's into a maintenance
program and especially like on neuro diesel trucks, it's to me
it's fuel system, it's engine oil, there's a lot of other
fluids, but that in emissions all kind of factor together and
I wanted to spend a little bit of time talking about some of
the other things you guys do because there's, there was a
lot of response when we did the episode about DF fluid and
codes people were getting and people like on YouTube or like
I tried it, it got rid of my code or this has really helped
me as I was having this issue.
And I think that it's important to, it's important to talk
about that because it, there's just so many demands that are
on newer trucks with sensors with codes are very smart and
people just want to get in, tow with them, drive, use it.
They don't want to deal with that stuff.
So I wanted to have you just chat a little bit with me for
people who maybe didn't catch that episode about the DF system
treatment, how that works and maybe some things that you guys
are seeing or feedback for people who are interested in that.
Yeah, we've been getting a really, really great feedback
for that one.
You know, the challenge for us was really, you know, like,
like you said, you know, there's different types of, especially
diesel drivers, you know, you might have the, like you said,
the guy is out there towing or doing high performance stuff,
but then, you know, you might have the guy who's just taking
his kids to and from school and working it and not doing much
for it.
But so part of the problem was just kind of educating people
about, you know, that crystallization buildup that
occurs in the deaf system and pretty much everywhere else
down the line in there.
And so part of it was just educating people on some of the
things that can happen, you know, there are some people that
know it because they had it happen to them and they had to
pay the, you know, 10 grand or whatever to get something fixed
in there.
But no, the numbers have been selling pretty well.
You know, we have a couple of different solutions now and we
have, you know, once for just passenger vehicles, we have
some stuff that's been used for agricultural commercial.
So yeah, no, it's so far, it's been a phenomenal product and
the sector is growing and, you know, that when we did R&D on
for, it was probably four or five years, just trying to get a
look at it, just how specific the specifications are for the
amount of urea and the amount of water, you know, so we got
ourselves to a good place and, you know, we, at this point,
we're not going to touch the formulation just because we are
but, you know, at some point, I'm sure there will be some type
of change to deaf specs or, you know, just that whole system.
They're actually talking about putting in a secondary dock or
a secondary piece like another DPF into some of those systems.
So they're just going to be getting more complex and our
products can, our products can really help with that.
And like I said, we continue our R&D anytime something
changes.
So we're always latest and greatest with all of our products
no matter what.
Well, it was really interesting to hear about that, which I'll
admit, I don't have a newer truck.
I've got like a pre-DPF UGR truck.
So I'll admit that, but was hearing about the issues with
crystallization and the problems people were having and
either the sensor, you know, getting crystallization on it
or gosh, some of the things that people would just add to the
DEF tank and how you would talk through that, like the
formulation has to be a certain percentage of DEF fluid to
be able to operate correctly.
And it was really enlightening to hear that because I just
thought, you know, a newer truck, okay, there's just extra
fluid I need to buy and put in at certain intervals.
I didn't know that it could go bad.
I didn't know how it's stored in sunlight could affect it.
I didn't know any of that stuff.
Sure.
Yeah.
No, there's definitely, it's definitely a pretty thin margin.
And what we did with our products is that we tested those
to make sure that, you know, at the addition of our product
to your DEF tank, you know, if someone goes in there and does
a test on it, it won't throw it out of that specification.
So, you know, it's, I think it's like plus minus 0.3% allowable
for the Uriama.
I mean, and that's, that's one of the tightest specs I've seen
out there for pretty much anything automotive related when
it comes to fluids and things.
So that was an important part for us was, you know, we want
the product to be effective, but we don't want it to, you
know, throw off any sensors because there's, there's not
one size fits all for all those different types of parts
between the tank.
You know, some have like an old school float to know how
much DEF is in there, but then there's some of these newer
ones, I think it's maybe GMC, some of the higher end, you
know, trucks, they actually use like a, it's
like an ultrasonic pulse that it's putting out and that's
how it's constantly knows where the fluid level is.
So they're very complex.
And, you know, with our product on some competitors, you
know, that will remain nameless, you know, they put in
there that it helps with the freeze point.
It'll bring the freeze point of the Uriama because it freezes
at about 12 degrees Fahrenheit.
But those systems have built-in redundancies.
You know, they know that half the country or half the world,
you know, gets cold in the wintertime.
So a lot of them have heaters and things like that built
into them.
So that's not something that we wanted to pursue really from
our side just because it was kind of unnecessary.
But that's the nice thing with these types of products that
we make is, you know, as long as you're putting it into the
correct system, it pretty much works for all of them.
Yeah, well, that it goes back to what you mentioned earlier
in the conversation about the DPF system and not wanting
or needing to buy one and how everything is so precise with
I mean, even the engine while we're talking about and if you
have more emissions that are being produced by the engine,
it's going to be caught by the DPF or if the DF system isn't
able to operate the way it should and just so loading it
and how quickly that can happen.
So it's great to see products like this that are able able to
stay ahead of that curve a bit.
Yeah, I mean, I think that that definitely helps truck owners
out there.
Oh, yeah.
Yep.
Yeah, like I said, you know, our goal is to, you know, get
a product out there that's effective and does exactly what
we say it is.
But, you know, we're not trying to break the bank for people.
But, you know, there's certain times like you were talking
earlier with just the price of fuel and things like that.
You know, so some even some of our fuel products, you know,
if you could put in one of our oil additives that will help
a bit with some of your fuel economy and then using one of
our fuel additives alongside that, you know, we've seen some
situations where we get up to like 4 to 6% increase in your
fuel mileage, which when you're paying, you know, 450 plus
per gallon for gasoline, any any little bit of savings helps.
Oh, yeah, I think their fuel economy is always I think on
people's minds, but over the last couple months, like I did
an episode with somebody in California who operates a truck
and they were paying close to $7 a gallon for diesel fuel.
And I know it's kind of fluctuating or trending down
now, but still, even when it's normal people want to save a
little bit of money, depending how much you drive, I could turn
into a lot.
So, you know, that's that's really important.
One thing I wanted to ask you like people and I go back to
that YouTube video with the DF fluid conversation we had
and people would say, well, where can I get the product?
And like in my mind, I think I've asked you before, like
you guys sell through like everywhere, like you can find
it anywhere local, you can find it online, like it's super
easy.
Yeah, we have, you know, we beg to argue that, you know, in
this market, we have one of the best distribution networks
out there.
So and then on our website, actually, if you go to, you
know, if you're if you're looking at a certain product,
you can put in your zip code, and you'll know, you know,
what store is around you, but pretty much every automotive
store, every automotive store, multiple big box stores.
So yeah, we're everywhere and you know, that's part of our
name recognition.
Just when you know, people see their Rizz loan or bars leaks
and it's a great feeling.
Are there any are there any cool things coming up this year
that we should like for the remainder of the year that we
should pay attention to with Rizz loan, whether like places
you guys are going to be.
Yeah, and I think one time you were at a trade show, I think
it was in Germany or it was in Europe somewhere.
Yeah, that one's actually coming up here in September.
So we'll have a place down there and you know, if anyone
out there is going to be in the area, you know, come on by.
But we do, we are doing apex this year, which is down at
Vegas, you know, alongside SEMA.
So the apex side is a little bit more, you know, technical,
whereas the SEMA side is kind of the fuzzy dice and the fun
stuff, but yet we always have a boost down there.
So, you know, we're always love talking to people and yeah,
we'll have a, we should have some new, a new product that
we're going to be unveiling down there as well.
So, and then it'll be related to the death system as well.
We're very excited about that one.
It's probably really cool to go to something like apex or
these other conventions where you can meet people who are
using your product and people who are, you know, can give
you guys feedback or tell you, hey, this worked really well
or just get, get input from your customers and people
out there that are using it.
Yeah, no, it's great.
You know, and especially, you know, being on the side, you
know, I'm always proud of the company, but being on the R
and D side, you know, it's really nice to hear that, you
know, and then just, just even launching a product and then
seeing it on a shelf somewhere is, you know, very fulfilling.
But yeah, I mean, pretty much everyone that comes up to us,
you know, if it's not a, you know, them that has used one
of our products with great success, it's almost like
somebody knows somebody that has a really good story about it
too.
So actually the real quick, the engine treatment, one guy
told us a story, his grandfather, grandfather fought in
World War II and he was a tank commander and it was during
the winter and the oil that they had were given wasn't
meant for cold weather and so his, he asked his grandfather
to send him a case of the engine oil treatment and so he
put it in there and he said it ran fine and he said, as far
as he's concerned, it won the war.
It's, it was really cool like to hear the evolution of, I mean
the product and then, you know, engine oils and clay had talked
with me last time about the submarine and the stop leak
and just the history that's there, it really helps like
whenever I talk about a product, I think of the company's
history, how long they've been around, what they've been
involved with and I think of all the evolution of automotive
from the Model T to now we have diesel trucks that make over
a thousand foot pounds of torque and all the payloads and
everything like that.
There's so many trends and technology that has evolved.
So a company that's able to have done that for over a
century, it, it helps me know that they know what they're
doing and they've, they've had skin in the game for such a
long time that, that I can trust it.
So that's why like a lot of the questions I asked you, they
were really important to me because I know like you're at
the front lines of company, you know, you and Clay who, who
I've had on the podcast, you guys are very familiar with
that and I think it helps when we're out there and we go to
a store and there's a, you know, a shelf with a bunch of
different products on it, I think of those stories like I
think of the submarine or I think of what you were
mentioning even right now with the tank and, and, and the
cold weather to be able to understand that this company
has gone through these different phases and they're still in
2026, 2027 on the front lines of making products to help
people, which is really, really what it comes down to.
Yeah, absolutely. Yeah, no, we, you know, we take it very
seriously, you know, that our R&D and just the legacy that
these products have, you know, we don't want to tarnish our
name by any means and, you know, we, we, whenever we do a
product, we always do it for something specific, you know,
we never just make a product just to throw it out on the
market and let it go and, you know, hope it sells. So, you
know, between marketing and just our sales staff and, you
know, the whole team here, you know, we spend a lot of time
and we take great pride in our products and yeah, so we're,
you know, we got a few new things for the future, but we'll
keep our ear to the ground as always.
I love doing podcasts like this. It's, it's funny because like,
I'm sure this weekend or next weekend, I'll be at a family
gathering with friends and they'll be talking about stuff
and be like, do you know about engine oil additives and what
do they do? Or like, do you know about the DF issue and how
you need a formula corrected? So I have like this random
automotive knowledge that most people I know aren't really
into automotive that much. And they just look at me like,
you're really kind of, I'm not sure if you get that, but I
definitely can.
I'm the wife of every party I go to.
Very cool, Eric. I appreciate your time today chatting with
me. I'm sure we'll connect again. I know as we head into
2027 that people are going to have a lot of changes about
or questions about the changes with engine oil and stuff.
So I look forward to connecting with you guys again, but
appreciate the time today.
Absolutely. Thank you.
Don't forget diesel fans, make sure and head on over to
kershaw.kaiusa.com. Use code at TDP 40 2026 for 40% off
MSRP. It's a great way to save some money, get some cool gear
if you're on the market for a new knife for hunting, fishing,
EDC around the job side around the house that we actually
covered with a bunch of different choices for blade steel,
blade shape, different handle designs, different opening
mechanisms. They've had a bunch of new releases in 2026.
So again, if you're in the market, head on over to kershaw.kaiusa.com
Use code TDP 40 2026 and get 40% off MSRP. Also want to give
a shout out to some of our Patreon supporters, Robert,
TSW diesel, John, all of our other Patreon supporters, all
of you who subscribe on YouTube and podcast apps, follow us
on social media. We appreciate all your support here in year
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.
Original notes
In this episode, we're joined by the team from Rislone to discuss what oil additives are designed to do, why they were created, and the situations where they may benefit an engine. We talk about common engine issues, how additives interact with modern oils, misconceptions truck owners have, and what drivers should know before deciding whether to use one.
Whether you own a high-mileage diesel, a daily driver, or just want to better understand what's inside the bottle, this episode takes a closer look at the role oil additives play in engine maintenance and performance.
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