The Tesla Semi is a large truck used to move goods, like other semi trucks. The difference is that it runs on electricity instead of diesel fuel. People talk about it because it’s meant for long-distance hauling with an electric power system.
Oil change intervals are how often you change your engine oil, usually by miles or time. If you wait too long, the oil can wear out and stop protecting the engine as well. The host is saying sticking to a reasonable interval is safer than stretching it.
Oil samples are when you take a little used oil from the engine and test it. The test can show whether the oil is still doing its job or if the engine is wearing more than normal. That helps decide when to change the oil.
“Severe duty” means you’re using the truck harder than normal—like towing, dusty roads, or lots of hot/cold starts. Because the engine works under tougher conditions, oil and other services usually need to happen sooner.
A “quick loop” is a short service visit that mainly does quick fluid work. The point here is that it may not include the deeper checks you’d want for suspension and steering components.
Ball joints are the joints that let the suspension move while keeping the wheels pointed correctly. If they wear out, you can get noise, poor handling, and faster tire wear.
A “comprehensive inspection” means a more thorough check of the truck, not just topping off fluids. It’s meant to find problems early, especially things you can’t see without a closer look.
A “repair rabbit hole” is when one problem turns into a bunch of other problems. If you wait too long, the shop may have to keep chasing the cause, and repairs get more complicated and expensive.
A full service inspection means the shop looks over the important parts of your truck, not just the one thing you asked for. It helps find small issues early so they don’t become expensive problems later.
A tire shop is a place that mainly works on tires. The idea here is that they might not check other important parts of your truck while they’re doing the tire work.
Here, “break” means your brakes—the parts that help you slow down and stop. The host is saying some shops won’t check them even when they’re easy to see.
Oil analysis is when you send used oil to a lab to see how healthy it still is. It can show whether the engine is wearing more than normal or if the oil has gotten dirty or worn out early.
Filtration capability is how good the filter is at catching harmful particles in the oil. Two filters can look similar, but one may trap more dirt and protect the engine better.
Blue Diamond is the name of an engine oil brand the host is talking about. He’s also calling it “PA oil,” which is a type of synthetic base oil. He’s using it to illustrate oils that can last a long time if you manage them correctly.
Black Diamond is an engine oil brand mentioned by the host. “PA oil” means it uses a synthetic base oil type that’s often marketed as premium. The host is using it as an example of an oil that’s supposed to go longer between changes—if you keep up with the plan.
AMS Oil is a brand of engine oil the host brings up as an example of a premium product. He’s saying oils like this are designed to last longer between changes, but only if you also use good filtration and stick to the plan. In this clip, it’s mainly part of the comparison list.
Schaefer’s is an engine oil brand being mentioned as a higher-end option. The host is saying that premium oils like this can last a long time, especially if you also use good filtration and follow the right oil-change plan. It’s an example in his “best-case” scenario.
Proper filtration means the oil filter is doing its job—catching dirt and debris before the oil circulates through the engine. If filtration isn’t good, the oil can get dirty faster and won’t last as long. The host is saying long oil life depends on both the oil and the filtration.
Oil specifications are the official requirements an oil has to meet to be considered suitable for an engine. Think of them like a checklist for performance and protection. The host is saying the type of oil you buy (and what it’s rated for) affects how long it can safely go between changes.
“Group three” is a way of classifying the base oil inside many engine oils. It’s often what brands call “synthetic,” even though it’s made by refining rather than starting from a totally different source. The host is saying this is the common type you’ll find in regular stores.
“Group four” is a classification for a certain kind of synthetic base oil. The host is treating it as a higher-end category than the more common shelf oils. The takeaway is that not all “synthetic” oils are the same underneath.
Engine oil isn’t just base oil. Additive packages are extra chemicals mixed into the oil to help it protect the engine better and last longer under stress.
PAO oils are a type of synthetic engine oil. They’re designed to handle heat and wear better than many conventional oils, so they can often last longer.
An OEM filter is the “factory” oil filter type made to match your vehicle. The idea is that it’s designed to work correctly with your engine and oil change schedule.
A one-micron filter is designed to trap extremely tiny particles in the oil. The downside is that it can clog sooner, so it may not last as long between changes.
A bypass filter is a second oil filter that only cleans a small amount of the engine oil at a time. It can help keep oil cleaner for longer without making the main oil filter do everything.
Oil bypass means some engine oil goes around the filter instead of through it. That can reduce how much dirt the filter is able to remove at that moment.
“12,000 plus mile intervals” means changing the oil very infrequently. If the oil and filtration can’t keep up, the engine may wear faster, so it’s not automatically safe for every situation.
This just means regular store-bought engine oil, not a special oil picked for your exact engine. If you use it too long or stretch it past what it’s meant to do, it can stop protecting the engine the way it should.
“Engine failure” is a broad term for when an engine can’t continue operating due to internal mechanical damage. In this context, the host is linking it to oil being stretched too far, which can lead to lubrication breakdown and cascading damage.
A turbocharger is a device that helps the engine make more power by forcing extra air in. It gets extremely hot and depends on good oil, so bad or old oil can lead to turbo wear.
Bearings are small parts inside the engine that help moving metal parts slide smoothly. If the oil isn’t protecting them, they can wear out sooner and cause bigger damage.
“Shear off” means the oil gets broken down by the engine’s moving parts. When that happens, the oil can lose its thickness and protection sooner than it should.
Oxidation is when oil chemically degrades after reacting with oxygen. As it degrades, it can stop protecting the engine and start forming harmful deposits.
Sludge is gunk that forms when old or degraded oil breaks down. It can clog the oil system and prevent proper lubrication, which can lead to serious engine problems.
“Power Stroke” is Ford’s name for certain diesel engines. The host is saying that on these bigger Ford diesels, poor maintenance—especially with oil—can lead to problems with the fuel injectors.
Fuel injectors are what deliver fuel into the engine in the right amount. If they get dirty or stick, the engine can run poorly and can even cause bigger damage over time.
Oil quality is about how well the oil protects the engine. On hard-working diesel engines, the wrong oil (or old oil) can break down faster and lead to deposits and wear.
Term
disassembly
Disassembly means taking parts apart to look inside. Mechanics do this when they need to figure out what went wrong and whether maintenance was the cause.
Valve covers are the top covers over the engine’s valve mechanism. If you remove them and see a lot of dark, dirty staining, it can be a sign the engine oil hasn’t been changed or maintained properly.
That brown staining is usually a sign of dirty, degraded oil and deposits inside the engine. It often points to infrequent oil changes or oil that wasn’t doing its job.
Concept
prevent this or not
The host is asking whether earlier care could have stopped the problem from getting worse. It’s basically: did the owner’s maintenance keep the engine healthy, or did it fall behind until it failed?
Term
LB seven
LB7 is a specific older diesel engine version the host is talking about. It helps identify the truck generation they commonly see for repairs.
“Seven threes” is shorthand for a 7.3-liter diesel engine. The host is using it to describe the types of older diesel trucks that come through their shop.
VP44 is the name of a specific fuel-injection pump used on some older diesel trucks. The host is grouping it with other diesel setups they commonly work on.
Concept
proactive truck owners
The host is talking about owners who take care of their trucks early—doing repairs and maintenance before problems get big. That usually helps prevent expensive failures later.
A warranty timeframe is the time after you buy the truck when the company will pay for certain repairs. After that window, you usually have to pay for repairs yourself.
Patch together repairs are quick fixes meant to get the truck working again. They’re usually not the best long-term solution, especially if the real problem isn’t fully addressed.
The proactive group is people who try to prevent breakdowns by keeping up with maintenance. They spend money upfront to avoid bigger, more expensive problems later.
An OE filter is the same type of filter spec as the one the manufacturer designed for the truck. It’s meant to work correctly and filter the oil the way it was intended.
Engine oil is what keeps the engine parts from grinding against each other. In a diesel, using the right oil and changing it on time helps prevent extra wear and expensive damage.
Fuel system issues are problems with the parts that get fuel from the tank to the engine. If filters aren’t maintained or the fuel is dirty, the engine may not get the right fuel and can start running poorly.
A fuel filter is like a screen that keeps dirt and other junk out of the fuel. If it gets clogged and you don’t replace it, the engine can struggle to get fuel and may run badly.
Fuel additives are products you pour into your fuel to help the engine run cleaner and smoother. For diesels, they’re commonly used to protect parts inside the fuel system from wear and buildup.
Diesel fuel is the type of fuel that diesel engines burn. If the fuel isn’t formulated well, it can cause extra wear inside the engine and lead to expensive problems.
Fuel injectors are the parts that spray diesel into the engine. If they get dirty or start wearing out, the engine can run poorly and repairs can get expensive.
C-tane is a way to talk about how easily diesel fuel ignites in a diesel engine. The idea is that better ignition can help the engine burn fuel more cleanly and smoothly.
Hotshots EDT is a diesel additive you pour into your fuel. The company claims it helps protect the engine by improving fuel lubrication and cleaning fuel injectors.
On some Cummins diesel engines, there’s a heater system near the intake. A “grid heater bolt” is a small fastener tied to that system, and if it loosens it can fall into the intake and potentially get sucked into the engine, causing major damage.
The check engine light is a warning that the car’s computer noticed a problem. If it turns back on after someone clears it, that usually means the problem is still happening.
Concept
reactive to an engine replacement
“Reactive to an engine replacement” describes waiting until a failure happens and then replacing the engine afterward. The host contrasts this with proactive scheduling for an installation that prevents the failure and reduces the chance of needing a full engine swap.
Term
CP for failures
“CP for failures” sounds like the host’s shorthand for the specific spot or reason failures happen. They’re saying it’s a known, costly problem when it shows up.
This is an upgrade people do to change how the fuel pump works on some Cummins diesel engines. The idea is to make the fuel system more reliable so it’s less likely to fail and cause expensive engine damage.
Term
DCR
“DCR” is an aftermarket fix people use on some Cummins diesel fuel systems. It’s meant to prevent a known failure so you don’t end up paying for a full fuel-system replacement.
A “disaster prevention kit” is a set of upgrades meant to stop a diesel fuel system from failing in a big, expensive way. Instead of waiting for damage, you install it ahead of time to lower the risk.
Concept
proactive install
A “proactive install” means you make the fix or upgrade before anything breaks. The host’s point is that doing it early can prevent a big failure and save a lot of money.
Concept
R and R for an engine
“R and R” is shorthand for taking something out and putting it back in. For an engine, that’s a big job with lots of labor, so it can get expensive fast.
The intake plenum is like a small air “distribution box” on the engine. It helps route air to the cylinders, so if a foreign object gets in there, it can cause trouble when the engine runs.
Fleece is a company that makes aftermarket parts for diesel trucks. Here, they’re talking about one of Fleece’s kits and why the design is meant to fix an issue without causing other trouble.
“Heaters” here refers to auxiliary heating components used to improve cold-weather operation. The host notes that having options for different heaters matters in colder regions like Michigan, where starting and drivability can be harder.
“Downstream effects” means “problems that happen later because of the fix.” The host is saying this kit solves the main issue without causing other trouble in other parts of the truck.
An “intake” is the part that brings air into the engine. A “pre-release intake” means they got an early version to test before it officially went on sale.
Term
grid heater bowl
On a diesel, a “grid heater bowl” is a part that helps the engine get warm enough to start in cold weather. It’s like a heating element area that supports easier ignition. If it’s broken or replaced incorrectly, the truck may be hard to start when it’s cold.
“Year range coverage” means one part works for many different model years. That’s useful because car parts often change from year to year. If it covers a wide range, shops can stock fewer different versions and get the right one faster.
A “part number” is like the part’s ID code from the manufacturer. It helps make sure you’re ordering the exact correct component. For diesel repairs, getting the right part number can prevent fitment and performance problems.
“SKUs” are inventory codes that stores use to track different products. If a repair needs many different SKUs, the shop has to stock more options. If it’s just one SKU, it’s easier to keep the right part ready.
A cabin chassis is basically the cab plus the frame, meant to be customized with different bodies for work. Some parts won’t fit the same way as they do on a normal pickup.
A pickup truck is the common type of truck with a cab and a cargo bed. In this context, it’s mentioned because some parts fit pickups but not commercial chassis setups.
This is the fuel line that sends pressurized diesel to the fuel injector. If it cracks or leaks, the engine may not run correctly, and the leak can cause bigger problems fast.
“Aftermarket work” means installing non-factory parts. If a shop doesn’t do that kind of work often, they might order the wrong part or have trouble getting the right one.
A heating element is the part that turns electricity into heat. In cold weather, it’s used to warm up key parts so the vehicle can start and run more easily.
An arc hazard means there’s a risk of electricity “jumping” where it shouldn’t. That can damage wiring and potentially cause a fire if the connection isn’t protected.
A zip tie is a plastic strap that you tighten to hold wires or hoses in place. It helps keep everything tidy and prevents wires from rubbing or moving around.
A stock intake plate is the factory part that helps shape how air enters the engine. Aftermarket versions can change airflow and may be easier to install depending on the design.
The cylinder head is the top part of the engine where the cylinders’ air pathways and combustion chambers are. If it can’t move enough air, the engine can’t make more power no matter what intake you bolt on.
A flow restriction is anything that makes it harder for air to get through the engine. If the cylinder head can’t pass more air, then making the intake bigger won’t help much.
The crankcase breather helps deal with gases that build up inside the engine’s bottom end. When you install intake parts, the breather hose/tube can be in the way of bolts, making the job harder.
LIVE
David, welcome to these podcasts.
How are you doing today?
I'm doing well.
I'm doing well.
How are you Patrick?
I'm doing pretty good.
It's a middle of the week and we're going to be talking 67 Cummins
maintenance and maintenance in general, which has mentioned to you before the
podcast, like that is a huge driver of the content requests that we get.
And I think it relates to not having unexpected, expensive repairs and
people are curious, like, what don't I know or what should I do?
So I know we're going to jump heavy into that, but I thought it'd be great to
start with, uh, you introducing yourself, your company, like where you guys are
located, um, you know, your shop and then we'll jump right in the maintenance stuff.
Right on.
So I'm David, uh, I own cold front diesel in Northern Michigan.
Um, we're, uh, automotive repair shops, specializes in these pickup trucks.
Um, that's what I, that's what I got for you.
We've been, uh, we've been in business.
We started, uh, started on the side.
Um, my dad owned a automotive repair shop, hate steeples.
Doesn't want to work on them.
Um, somehow I got into it.
So me and my business partner, uh, Kaden has got started kind of bumming some
base space off of him, uh, back in 2014 and kind of did it on the side
throughout the years, um, until we built up enough, enough clientele to be
comfortable coming over full time, uh, January of 2022.
We came to full time operation.
So we've done and made it happen since then.
I got to ask you, since you grew up around automotive and mechanics and your
dad wasn't interested in diesel, how did you get interested in diesel and then
make it a career?
You know, so I don't really know.
I think, uh, you know, I really started getting interested into it around, you
know, the 2009, 10 era, I just thought that those trucks were cool.
And it seemed like they made a lot of power.
Um, so something about that peaked my interest.
I just thought the diesel trucks were cool and, um, started looking into
diesel performance stuff and figured mechanic was in my blood and that's
what I was going to do.
Um, so I went to a tech college and, you know, then you realize that it's all
based around semi trucks or construction equipment.
Um, so I ended up going the semi truck route, worked at a caterpillar dealership.
That's where I met Caden.
Uh, he worked on equipment.
I worked on semi trucks and, um, but my passion was always in, in pickup trucks.
So he kind of just molded from there.
I guess just being around automotive and then somehow the diesel bug bit me and,
and we ran with it, you know?
Yeah, that was around the time that I really got heavy into it.
And one of the things I overlooked when I first got a diesel truck was just the
maintenance and how it was different than gas trucks I had with filters and
staying on top of oil changes, just other things.
It was just more involved and I overlooked it for a really long time.
I just kind of like, I think got enamored with the high performance, like
course power torque stuff.
And I've seen a major shift over the years where people are really
interested in like, how do I protect my truck, my investment, or I plan on
keeping this truck a long time.
I wanted to ask you about that side of it and what you see as a shop owner.
And we can focus it in on 67 companies.
It might be, it might apply to all of them, all the different models and
engine types, but what are, what are some common mistakes that you see with
people, maintenance in their truck, or maybe things that people do really well
with them and you're just doing kind of minor stuff day to day versus huge repairs.
I think overall, just understanding what you truly use the truck for is a big
part and then maintaining it around that, around the miles that you, that you
put on it, what you use it for, what stresses are you putting the truck under?
How long you plan on keeping the truck too?
Cause that's going to change some, some recommendations too.
If you're a guy that is going to trade it in every couple of years, might not
have to go as deep into, into the maintenance and go as, as top of the
line as somebody that really plans on keeping it for a long time.
But I think at the end of the day, fluid and filters are cheap.
Engines, transmissions aren't so being proactive on maintenance and making it
easier on yourself is, is a big one.
So, I think people stretch intervals out a little bit too long with thinking
that they're using the best oil that's on the shelf at Walmart.
And, you know, that just isn't necessarily always the case.
Some people try to make it too complex with trying to get, you know,
fuel filter at this mileage, but their oil change at this mileage.
And they never really line up between, you know, your, all of your basic
maintenance being, you know, oil, fuel filters, tires.
They just try to over complicate it and, and, and break it up too much.
I think, you know, if you get on that easy plan where you're, you're consistent,
you're going to be able to hold, hold that standard a little bit easier.
You know, so for example, we like 6,000 mile intervals.
We do a ton of oil samples here.
That's where we find it to just be simple and easy.
It's a good interval.
It's not too far with oil samples that we've seen.
Um, you're not really getting out of hand on any of them.
Uh, even the lower grade ones, they're, they're typically able of, of
lasting that long.
And then, you know, when it comes to fuel filters, you know, a lot of them
are rated to 20, some 1000 miles.
Um, but then you're on to like every third interval, right?
And I can remember if I changed my left, my fuel filter last time, I
can't remember if it was three and a half times ago, right?
So, um, typically we recommend 6,000 mile intervals.
Do your fuel filter every other, make it easy on yourself.
You know, again, fuel filters are relatively simple.
And then mix your tire rotation in with that too.
You know, so you're keeping a pretty consistent schedule.
That's just easy to, easy to remember, easy to maintain.
And you're not getting too far away from, you know, too far away from factory
recommendations, you know, I'd rather, rather be proactive on it.
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There's a bunch of questions, just thought to ask you.
One of them was you'd mentioned how do you use the truck and that
factoring into your maintenance schedule?
Do you find or think that a lot of times people will look in their
owner's manual, they'll see a specified mileage and then they follow that.
Yet they're putting more stress.
I don't want to say more stress than the truck is designed for, but
they're using it towing day in and day out or using it in an extreme way
where they should be open to the idea of maybe servicing it more frequently
than just what that number is in the owner's manual.
I think so because when you start looking at factory recommendations,
some of them will recommend you 10,000, 12,000 plus mile oil changes,
but they'll say under normal operating conditions.
So then you look at the severe duty and it's much less.
And you look at what severe duty is and it's hot weather,
cold weather, dusty towing, like everything that you use a truck for
typically is going to put you into that severe duty category.
But you're looking at standard duty because you're like, I'm just using
the truck for what it's designed for.
So I think in a lot of those cases, people are stretching it out too long.
And then as far as just overall health, it's not all, it's not always about
just the oil changes, just the fuel filters.
It's what's the health of the rest of the truck?
You know, so a lot of the issues that we see on our larger ticket repairs,
our larger ticket maintenance repairs are they've gone to the quick loop
and maybe it's every six to 10,000 miles they're going there.
And you got to look at what that, what those shops are typically,
you know, capable of, like they're not lifting the truck up.
They're not shaking it down.
They're not checking your steering suspension ball joints, right?
They're there to do fluid services and that's what they're set up for.
So, you know, they're not going to give you a full comprehensive
inspection as, as a general automotive shop is going to be able to.
So you're missing out on a lot of that stuff in the meantime.
And that stuff not getting checked until you feel it, you know, until you
until it starts pulling or it starts clunking on you.
Then you end up further down the, you know, down the repair rabbit hole
instead of just simple maintenance fixes along the way, you know?
So I think that's a big contributor to it as well.
So just going to, to a place that can, that can give you
that full service inspection and repairs, you know, same thing with tires.
They have your, they have your tires off when they're changing them.
But if you're at a tire shop, they're not doing your break.
So they're not looking at your breaks, you know, where it's right there
in front of you at a, at a regular repair shop.
So I think that's, that's a lot of what we see is just you go for the convenience,
but you, you forget the big picture a lot, you know?
Yeah.
And one by the time, like you said, when it, you, you feel it pull to one side
or you're feeling some vibration or something like that year, it's just
dollar signs that are going to show up to dress it.
Right. Absolutely.
Absolutely.
So I think a lot of it is, you know, stretching stuff out too far, not paying
attention to, you know, what you're truly using the truck for.
And, you know, I'm, I'm guilty of it, you know, back when I was in college, you know,
doing oil change on my truck, I can do the oil change, but what am I doing?
I'm literally draining the oil and putting new oil and then just changing the filter.
I'm not checking anything.
I'm in a driveway, you know?
Yeah.
Um, I think a lot of the do-it-yourselfers end up falling into that category
a lot too.
You know, I'm capable of doing XYZ, but you're forgetting about everything
else that's part of it, you know?
You mentioned doing an oil analysis.
I thought that was really important.
You mentioned that because sometimes we'll hear numbers thrown out for when
you should do an oil change, 5,000, 7,000, 10,000.
You're one of the first people, one of the first shop owners I've heard say
that you do oil analysis and that's where you find it.
So it tells me that you do that on a wide variety of trucks and you see
different, uh, different ways your customers use trucks and just you found
that that's, that's really good.
Um, a good point to do it.
I think one of the big questions that can pop up for somebody next is they might
think oil is oil.
It's all the same and a filter is a filter.
They're all the same.
What is your opinion on the oil and filter?
Whether it's brands or type or like with a filter, the, the filtration
capability of it, how do you feel about that?
So again, it's all what you use the truck for and what's important to you and,
and what you're going to be able to adhere to as well.
So if I set you up on, you know, on a top of the line oil, you know, hot
shots, blue diamond or black diamond PA oil, or if you're using Schaefer's
oil or something like that, AMS oil, um, you know, those oils, those, they're
top tier oils are capable of, of lasting a very long time.
You know, 12,000, 18,000 plus in some cases with proper filtration.
Um, so you set somebody up on a oil change interval that's, that's going
to take advantage that you're doing oil samples and then they realize that
it's, they're not going to adhere to it.
And they're just going to get the oil changed at a quick loop next time.
It's like, well, we kind of did this for nothing.
So are you going to be able to adhere to it?
Right.
And that's, that's a big portion is, is, are you going to be able to commit
to what that is?
But, you know, when it comes to, you know, oil specifications, you know,
mainly you're going to see group three, group four oils, group three are going
to be what you see on the shelf anywhere.
That's where it becomes, you know, quote unquote, synthetic oil.
Um, and you have, you know, most of your off the shelf, when I say off the shelf,
it's available at the, at the hardware store at Walmart, whatever it may be.
You know, a lot of the times those oils are going to be right at that, that group rating.
You know, they're not, they're looking to, to, to tow the line there to be in that
grade, right?
Um, you look at the higher end oils and they're making a good oil that just so
happens to be in that group, right?
So the additive packages are going to be much better, much more capable of, of
sustaining longer times, more abuse, right?
They're not going to shear out of their way as quickly.
Um, and then you step up into the PAO oils, like your Amsoil signature series
or hopshots, uh, blue diamond or black diamond.
And, you know, you, you unlock a whole another capability of, of lifespan of
that oil, right?
But you still have to keep in mind filtration.
So what do you do on the filtration?
Inside, you know, you can't necessarily expect an OEM filter to last 18,000 miles,
right?
It's still going to get full.
Um, so I think that's the point where you really need to figure out what's
important to you.
So, you know, we like OEM filters on the engine because that's what's rated for
it, that's, that's spec'd properly to, to catch anything that's going to cause
any damage to the engine.
Um, if I take, you know, a filter media that's got, you know, XY, you know, big
a hole in it, right?
And it's only going to plug up with, with what it needs, right?
And then I go to some tiny, you know, one micron filter or something like that.
Now I'm going to catch everything, but if I catch everything, that means it's
going to plug up eventually faster, right?
So, you know, in my opinion, if you're really going down that, down that rabbit
hole, it's instead of trying to put a tighter filter on there, why don't I add
a bypass filter, right?
Because then I'm taking care of what needs to be taken care of.
But if I want to add filtration, I can add filtration without sacrificing the,
the lifespan of that oil filter, right?
So we don't want to go into oil bypass and then you're not filtering at all at
a certain point, right?
But again, it goes to what are you looking to get out of it?
If I'm trying to reach those, you know, 12,000 plus mile intervals, then cool,
run a bypass filter.
If you know you're not going to do it, then is it, is it worth it for you?
And some people subscribe to different things, you know, am I okay with
however much the maintenance cost is, or am I trying to have an
intercept of savings versus value, right?
Some people will use the best oil that's out there and they'll change
it every 6,000 miles and not care, right?
And then some people want to play the game a little bit more.
So there's not always a one size fits all.
And I think you need to really look into what are you trying to achieve out of
it, you know, more than anything.
So, you know, do I need to put a different filter on it or do I just
need to step up to a little bit better oil and get better wear protection
out of it from that, right?
So there's a lot of ways to look at it.
But oil analysis, tying that in, gives you all the data to be comfortable
with what you're doing with it and know that what you're doing is proper, right?
So I think that ties in a lot as well.
On the extreme side, when say somebody is using a off the shelf oil and they're
stretching it really far or too far, have you seen examples of that where I'm
sure you probably have is we start to have an engine failure or start to have
something mechanical that's happened because it was extended past what it's
rated to do and how quickly can that snowball into a huge repairs?
I think that's a common question that like a truck enthusiast or somebody
owns a diesel truck that might listen to us today.
Thanks.
Okay.
What if I stretch it too far?
Is it immediate wear on bearings in an engine or the bearings in a turbo or is
it something that over time, if I consistently do it, that's when I'm
risking mechanical damage to the engine or turbo or something like that.
Yeah.
So, you know, the lower tier oils, when you stretch them out too far, typically,
you know, those oils start at a higher viscosity and then come down
integrate and then once they, because they shear off much faster.
So once they shear off, that's when oxygen is able to attach to it much easier.
That's when you get your oxidation that's going to turn into sludge and then
you start skyrocketing, you know, up in your viscosity as it sludges up.
So you can definitely get to that point.
I think most of the modern day diesel engines don't seem to have as many
like in your face symptoms of that until you actually start disassembling things.
But you go back to, you know, a six liter or something like that, a six liter
power stroke, and that's when you start, you know, getting injector issues
because they're getting gummed up, right?
So that's where, you know, a Huey engine is where oil quality and capability
is even more important because you're really pushing that oil to the limits,
you know, so I'd say, you know, and then upon disassembly
and it may be cause of another issue, but you can tell if they've been
maintained or not, when you pull off the valve covers and there's a heavy,
heavy brown stain to everything, you know, that they've been stretching stuff out,
you know, it gets expensive too.
Right, right, right.
And some stuff you'll never know what, you know, some stuff you may never know.
What was the true straw that broke its back, right?
But if you look back, there's a lot of indicators on
has this truck been properly maintained and could maintenance throughout
its lifespan have prevented this or not?
A lot of cases, probably so.
Would you say with the majority of trucks that you see in the shop, do they tend
to be like five to 10 years old or do you get a variance of maybe some seven
threes, LB seven, some VP 44 trucks in a mix of new ones?
Or does it tend to be like within that five to 10 year range where you're seeing them?
So our shop is typically the more proactive truck owners,
the newer fleets, the guys that see the value in the repair over the price.
You know, they're looking for complete repairs.
They're being proactive about their repairs and maintenance.
So our primary trucks are typically within the last four to 10 years, I would say.
You know, once they start dabbling around the warranty timeframe and then,
you know, kind of 10 years or newer is typically what we see the most of.
It seems like anything past that, your second, third owner, especially up in Michigan,
that truck is getting rusted.
It needs some patch together repairs, you know, that typically they're looking
for somebody that's just going to be able to patch it together and get you down
the road a little bit further.
So we don't see quite as much of that.
So the trucks that we see are typically pretty well maintained or we can get
them on the right track, at least.
I was thinking of something before the podcast, we were talking a bit about
maintenance schedules like that and how there can be almost like there's two groups.
There's the proactive group who will say, I want to avoid the repair,
so I'm going to be proactive in my maintenance, spend whatever I need to
spend to avoid it, but then there's also a large group where financially it might
be difficult to spend the money more frequently or use more expensive products,
but they still, they still need their trucks to run.
And I wanted to ask you in connecting these, these two different topics that
we've discussed is the schedule, like for those guys who can't financially
swing aggressive preventative maintenance schedules is just following what
schedule they can.
Like we were talking about oil changes and doing them at a certain frequency,
even if they're using a group three and it's an off the shelf product and
an OE filter, just is the consistency for those guys going to be what prevents
that expensive repair bill versus if they just do it whenever they can or it's
just not a priority to them.
It's like the consistency of the schedule could help that group.
I think so, you know, because the oils are still going to meet or exceed the
ratings that they need to, right?
So if, if you aren't trying to push those to their very ragged edge, as long as
you can be consistent, it's going to help out.
And then, you know, you can, can dive into some of these better
oils and at least run a little bit better oil without really adding a whole
lot of cost at the end of the day.
So I think that would help a lot of people out to is, is jump up into just a
little bit better oil, right?
And, and be consistent on it.
And, uh, I think that would, that would prevent a lot and just get you in the
right habits, you know,
Is fuel quality and fuel system issues, does it tie in pretty similarly to
engine oil, the maintenance as far as like my idea of diesel fuel
is, it varies a lot.
I don't know necessarily what quality I'm getting.
There's, I know there's a filter on my truck and I might not necessarily focus
in on that with maintenance or think much about it.
And, you know, other than what the manual says to change it or light comes on
and tells me I change it, do you see fuel system issues due to lack of maintenance
there in the shop consistently?
Again, we have more of the proactive clientele.
So I would say most of our fuel system issues, I wouldn't really always call
lack of maintenance.
I think that people can be pretty good, except for 67 comments guys,
you know, and everyone wants to change the filter over the axle.
So we've seen a couple of those that look like they've been on there forever.
But I think fuel additives are a good help to help maintain it, but it's one
of those things that you, it's an insurance policy and it's, you'll never totally
understand if it truly did it or not, did I have a failure or not?
And can you chalk it up to, because you can have failures with it or without it.
I think it's just a good idea to give your truck the best opportunity that it has,
you know, so we know that there's, there's been some issues with relatively dry
fuel in the US.
So can adding something that's, that's going to add some lubricity and, and
have some cleaners in it to help maintain the fuel system be advantageous to you.
Absolutely.
It's just not one of those, this role of things that you can touch and feel and
see it work always.
You know, there are some instances where, yeah, you can, you can put a fuel
cleaner in and clean something up a little bit, but that's, it's not as
frequent that you're seeing people do that, right?
So I'm a, I'm a big believer in fuel additives.
It's just, I manage expectations when like, are you going to see it?
Are you going to see the return on it?
It's kind of one of those invisible things that I would rather just spend a
couple cents extra a gallon to know that I'd give it my best effort.
I think that's a lot of maintenance too, is give it your best effort.
And it's not everything's guaranteed.
Anything can happen to these trucks.
Doesn't matter.
You can have the best maintenance program in the world, use the best of the best
everything and you can still have failures, you know?
So I think it's what, what makes you feel comfortable and some people
subscribe to it and they're happy with it.
They feel more comfortable because they're doing everything they can and
they know that it wasn't lack of, lack of maintenance that caused that
issue to them, right?
And some people are just, they don't subscribe to it and they're willing
to roll the dice.
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Yeah, I think having the, being able to control a part of your maintenance
schedule and say at least that wasn't the potential reason it failed.
Like I did, I did my part, but one of the things that it's with six,
seven Cummins that I don't think anyone, there's no maintenance schedule
for it per se is the grid heater bolt that can drop down into the intake.
Like that can just happen.
And I've had a few episodes over the years where we've had guests on
and talked about it and I was surprised by a number of people that would say
like it's not a problem and that it was just created to like sell apart or
something like that.
And I remember reading about this like in 2009, 10, when I was really
getting into stuff that happening from the shop perspective, is that a common
failure or something?
You see a handful of times with 67 Cummins where they drop the
grid heater bolt into the intake.
Yeah.
So we've seen it.
We've actually caught one that hadn't dropped yet, but it was broken.
Um, the lady came in, she said, Hey, my check engine light came on.
My husband looked at it, he cleared it and said, drive it.
And then it came back on and I just figured to stop in and see it.
So we popped the hood and I wiggled the wire and it was wiggly, wiggly.
It's like, I'm going to give you a ride home and we're going to tow this
into the shop because we ain't playing this game.
Um, and we've seen it.
We've seen the trucks that, that have failed and they've gotten sucked up.
So it's a very real thing.
And at the end of the day, if I can take a part that's going to eliminate
that and solve some other potential issues at the same time, to me, that's
a win-win because I will, I will budget and schedule the downtime for
that install rather than have to be reactive to an engine replacement.
You know, so I think, you know, with a lot of these truck failures, when
it comes to the grid heater bolt, the CP for failures, um, you know, you're
going to hear about them because that's a, that's a big expensive thing.
So when it happens to somebody, they're hitting the forums, they're hitting
the, they're hitting the web with, with their issue and, and how bad it was.
Right.
And, um, there's plenty of trucks out there that don't have problems too, but
those people aren't champion and, you know, they're, they're trucked online
and talking about how awesome it is that they had no problems.
Right.
Um, so I think there's a little bit of, uh, there's a little bit to be said
about what you're seeing as it's going to be a primary of the people that do
have the failures, but there are very real failures.
I mean, when these things happen, uh, if I can do something
or prevent it, I would rather do that, you know, do we see CP for failures?
Absolutely.
Um, is it every single truck out there?
No, but to me, I'm not going to take the gamble on, on that one.
If I can do, you know, a CP three conversion or DCR or even a disaster
prevention kit, I'll do that all day before spending 18 to 20 plus thousand
dollars on replacing an entire fuel system, you know, so they are real problems
that, that are common, you know, the, these companies wouldn't devote this
amount of time and money and resource into solving a problem that wasn't truly real.
Right.
So I think, uh, a lot of these products are great because there is a real issue
there and if I can be proactive and, and do an install, that's going to prevent
that from happening, then I'm good because I don't, I don't want to, I don't
want to have that problem, right?
And I'd rather, again, I'd rather be proactive and just know that that's not
something that I have to worry about on my trip out of state, you know.
I think the, the huge thing with it is one, the, the cost of it and then how
instantaneous the damage can be versus like we're talking about oil and filters
and suspension and brakes, like you'll notice different things that might be
going on and you might be into it a couple thousand bucks or something.
But you think of that bolt going into the engine.
I don't know.
I'm not sure what a complete R and R for an engine costs with parts and labor
made 20, $30,000 or something like that.
You think of that price and it's like, that could just be a, a bolt falling
into my intake plenum and I do all my maintenance and I keep the truck immaculate
and I don't drive it in the snow and you do all these things and it's just,
you don't want to get caught with that.
Right.
And, and these trucks are such large investments.
I mean, a lot of the times it's the, the biggest investment or the second
biggest investment that you'll make in your life, uh, especially with these
more modern ones, I mean, these are a 100000 dollar trucks rolling
down the road and, um, sometimes it's stretching people their limits to, to
even afford the truck.
So the last thing I want to do is, is put a $30,000 engine on it.
You know, so if I can do something that costs an absolute fraction of that and
still get other benefits out of it and prevent that, that potential issue,
I'm, I'm all for it.
You know, we got it on our trucks and that's for sure.
You know,
Well, we were talking before the podcast about the, the fleece kit and I thought
it'd be great to chat with you on the podcast about that from a shop owner
perspective and I mean, fleece has been around forever with making
quality products and tons of different things.
It's been really cool to see them grow from like where they started to where
they're at now, but with that particular kit, like what, like in the install
shop, repair shop, like what, what made you guys gravitate towards that?
How does it install?
I know there's options with different heaters, which is going to be important
in Michigan, lots of parts of the country of having that capability still.
But what's your overall impression of the kit?
I think it's, I think it is the best one on the market by far.
I, I was extremely impressed with, with the overall kit itself and the amount
of thought that those guys have put into it to just make something that works
and, and solve such a large issue without causing any other downstream effects.
You know, um, so, and I, great group of guys over there, there are some
of the most welcoming, awesome people to talk to that, that just truly care.
I think, I think they're, I can't say enough good things about fleece.
Um, but we were actually, we're lucky enough to get sent one of their
pre-release intakes.
Um, so I did an install article on it in diesel world that's out this month
right now.
Um, and basically I got the kid in and talked with them about, you know,
what all it entails and, uh, there's, there's a lot of things that I really
like on it.
So this isn't necessarily, this isn't a new issue they're solving, right?
But they're solving it in a way that I think is the best way possible.
So, you know, some of the things that, you know, the main thing at, you know,
at hand is, Hey, let's, let's do something about this grid heater bowl, right?
But how, how they do it and how they look past that problem and just make
it a complete solution is what I think is, is kind of the beauty of it.
So, um, at this point, I'm sure most people are familiar with, you know, some
of the, some of the kits that are on the market or some of the repairs
that are on the market, um, where I think this one really shines is one
of the things is the year range coverage.
So one part number, Oh, seven and a half to 24, it covers them all, right?
So why is that important?
I think that's important because when it comes to every level of, of, of
consumer from the end, from the end user to the shop, to the wholesaler, it
makes a difference there, right?
So if I, like we have a pretty good inventory at our shop of parts, but if
I can take one part and I can cover that broad of a year range, I'm going
to be able to keep it in stock.
And when somebody comes in and they want it, I have it here, ready to
go, it's not, there's not 10 SKUs for it.
And I got to hope, have 10 different part numbers to solve your
problem, right?
I need one of them, right?
So I think that's awesome for, for the repair shop, they can easily, you
know, put one on the shelf and not have to worry about it being a very
limited availability for it, right?
Um, when it comes to, you know, wholesaler, same thing, they don't
need a whole pallet rack full of 20 different parts.
So availability to the end user availability of the shop is going to
be high because one part number solution, right?
Um, and then even the, the self installer, um, it can be easy to not
realize that this one doesn't fit cabin chassis and this one does.
And I was off a year range or something like that.
So, um, I think there's a lot of potential for, for solving some issues there.
So the fact that it covers the complete year range pickup truck and
cabin chassis, I think is, is an awesome, you know, awesome take on it.
Um, the next thing that I think is really big on this is the, the number
one injector fuel line.
So they retain all of the factory fuel lines.
So there's no specialty proprietary number one fuel line.
Um, and why I think that is super important is we've seen one of the
other kids have a number one fuel line failure, right?
Um, and what we saw is it was a local guy to us, um, had a number one fuel
line, uh, pop a hole in it and he said, Oh, okay, no, no problem.
I can change that out.
So it's on a, on like a Thursday or something.
He's going to do it overnight.
The number one fuel line to himself, right?
Gets it.
It's factory one.
Why won't this fit?
Right.
Now it's Friday.
He's trying to get it ready for the weekend.
So luckily, you know, he was local to us.
He stopped in and said, I don't know what's going on.
He was, he was confused.
I was like, well, you have, you have this intake, you need their line.
And luckily we had one here that we could get him back up and running.
But, you know, what that highlights is you can't go to the local dealership or
the local parts store and just grab one.
You know, it's the people that stock it are probably few and far between.
So you're waiting 23 days to get that fuel line in to get your truck back
on the road, right?
If you're going to a different shop, maybe a shop that's not specialty or, or
doesn't deal with much aftermarket work, they're going to get into those same
type issues and that's frustrating for the client and the shop to order a
part and it's not the right one, right?
So I think when we look at the, the long term effect of the install of a product,
I think that's something that's really important because you're not making
anything more complicated.
It's all the same, right?
So I think, I think that is really one of my top things that I really think
they, they hit the nail on the head with this product is, is that alone right there?
Some of the other things they're, you know, they're fuel or they're, they're
heating element, they've tested that thing like crazy.
And at the end of the day, it's, it's something that it works.
It can be sourced.
Like if you really came into a pinch, you know, I would recommend that if
you're a heater did fail that you get another one from, from police and replace it.
But if you're really in a pinch, it is one that you could get sourced locally.
There are some, some similar, similar style heating elements that you could use
to get you out of a pinch if you needed to.
So I think that's, that's a big one as well as just again, ease of maintaining
the truck over the long term.
So when you put something on, it doesn't complicate everything.
Another big one, they're, they're cable itself, something as simple as their cable.
So the cable to heat the feeding element or to feed the heating element,
they put a boot on it, you know, so on a lot of the other kits, the heating
element comes up, you put the wire on and that's a stud sticking up.
You know, it's just, to me, it's potential arc, arc hazard, right?
Something as simple as then just boom, it's already got a boot on it to protect it.
I think that's, you know, it just shows like the fine detail that they went
into and making sure that this was, you know, overall, just a good, complete solution.
And then down to the packaging, you know, they talking to those guys, Jeff and John
over there, you know, they, they rethought their whole kitting and packaging around
this product.
And when you, when you open it up, it's just everything makes sense.
So they have every nut and bolt and the zip tie and the plugs, you know,
everything's color coded.
It's all in its same, it's all in the right spot.
The colors, uh, they coordinate to the installation instructions.
So, you know, whether you're an experienced repair shop, that's, that's
installed several of them.
If I can make that install easier by having everything clearly laid out in front of
me and everything goes with the directions easily, it's going to make
everything easier for us, make sure that we're not missing anything up front.
Make sure that our repair is going to go seamlessly, right.
And especially for the guy that's doing it for the first time when he opens that
box up and everything's color coded and laid out beautifully in their packaging.
And everything's there.
That's another big thing that Felice is known for.
If you're installing one of their products, everything that you need is in that kit.
And, um, so being able to, you know, the guy that's, that's going to tackle it on
the zone, being able to open it up, everything's laid out.
Everything's color coded.
The directions are, are awesome to read through.
They make sense.
They're easy to follow along.
And there's no mystery of, of getting to that next part.
And that's, and you got to go source it, right?
So I think, uh, just a lot of those things that they did with, with the design is,
is just something that, uh, I think they just really hit it perfectly where they're
not solely focused on just solving one problem, but inadvertently create a
potential for another, you know, it's, it's a complete solution.
It's all there.
It's ready to go.
You know, so I think they did a great job with it.
Um, you know, as far as install goes, it couldn't be much easier.
I mean, as far as that repair, whether you're putting the stock intake plate on
or you're putting this brand or that brand on, um, you know, it, it went pretty
flawlessly throughout all of that.
Um, one of the standout things to me, honestly was, you know, when you look at
the size of their intake, it's not as huge and big and in your face as some of
the other ones, right?
Um, but it doesn't matter because that head is only going to flow so much.
So, uh, some people will be like, well, this one's bigger.
This one's bigger.
Well, if they, they, they literally bolted one on an engine and it made over 1500
horse with their, with their intake on it.
So I'll tell you what, that intake in your, in your flow restriction, you know,
so that, that cylinder head is, is capping you out.
So, um, but what's nice is by having it be a little bit smaller, it gives you
more access for the install.
So a lot of them are very difficult to get the back three that are closest to,
you know, the inboard side of the head.
Um, they're hard to get the bolts down there, especially the inboard rear one.
You have fuel line going there and you have a bolt going in there.
You have one of the vent tubes for, for the crankcase breather there.
Um, and you're trying to get a bolt way down in there, um, where this one,
it's, it's easy access because it's not overly sized, you know, if you will.
So I think it's, uh, I think it's an awesome product.
I don't know.
I can't say that's good things about it.
I'm excited about it.
We've installed a few of them at this point.
So well, those are all details that we don't get when we're just looking for a
product or we just don't have that information because we're not as involved
as you are in, you know, like doing the pre-production one or the ones that have
been there in the shop or even looking at it from your perspective of like the
fuel line that you mentioned in that customer that did one, and then he ran
into an issue or how is the layout are getting some of those details down.
We just don't see or know that from looking at a website or a post on
social media or something like that.
So it's really helpful to understand.
And I know that that's a, it is one of the scariest issues I think on a six,
seven for me is that because of how catastrophic and instantaneous I could
have to spend 20 to $30,000 and be down for a while that it's just like, right.
I think we talked about proactive maintenance.
I think I would proactive maintenance that part probably, probably first.
Yeah, it's, it's definitely one of the top things that you get a 67 and
you're like, no, I'm just, I'm just going to go ahead and do this.
Yeah.
I'm sure it's, uh, go ahead and say, I was going to say, it's probably an easy
conversation to have with, uh, with a customer that comes in and if you show
them what the last engine replacement bill costs and it's in there getting
other stuff done, Hey, let's toss this on and you don't have to worry about it.
Right.
I think like I really try, you know, we talked about CP for failures as well.
And like, I really try to keep myself from selling off of fear.
So I just don't think it's, I just don't think it's the right way to do things.
Right.
Um, but when you, when you explain features and benefits and, and leave it,
you know, if I can inform the client, explain features and benefits and then
leave it up to their comfortability, they're doing these, you know,
it, it's, it's one of those things that just makes sense.
And, um, you know, you don't have to sell it off of how much it's going to
cost to if it fails, you know, it's, this just makes sense, you know.
Yeah.
I think one of the, the way that I've tended to look at, I think maintenance
in general, but even what we're talking about now is having been around a lot
of people with trucks and talked with lots of shop owners and following trends
for so long is I just think of those people that have been caught in really
tough situations where either they couldn't get apart because it's on national
back order or something like that, or they get in a difficult situation and
it's affected how I look at maintenance and how I'm probably, I'd be like a
typical customer of yours.
I would just come in and say, what should I do?
What, you know, how do we avoid things?
Here's my card.
Let's do it.
Um, but I think with the cost of trucks and just the way that the market has
shifted, people are trying to keep them on the road longer and they're trying to
make them last to be more efficient.
The aftermarket has really done a good job.
And I think like where you're at, your position at the front lines of everything
with the aftermarket, with companies, with truck owners, with trends that are
happening, failures that you're seeing.
So it's invaluable to talk with someone like yourself in here.
Things with oil, things with fuel filters, things with the, the grid heater bolt
and, uh, and so many different components to help us think about our trucks.
And just, I think have a good ownership experience.
Like that's something I'm really passionate about is I have known people
over the years that have had a diesel truck and have had a horrible experience
with it and they never get bought a diesel truck again.
They just swarm off that went back to a gas truck.
So I think being able to have that education out there is, is really important.
And I'm sure there's a question in, ask you about oil, about fuel filters,
about, uh, like the, the fleece kit, um, or just maybe there's somebody local
to you guys in Michigan that would like to connect with you.
What's a good way for them to reach out to the shop, um, ask a question,
schedule something, just get in contact with you guys.
So I'm here to talk.
So anybody wants to give us a call on, um, that's my job.
So, um, yeah, uh, either our website, coldfrontdiesel.com, uh, you can find us
on Facebook, Instagram as well, uh, at coldfrontdiesel, uh, or give us,
give our shop a call.
Very cool.
It was awesome to connect with you today, David.
I'm definitely going to reach out to you or, you know, like in the future,
see if you guys are seeing, uh, you know, issues on, on, you know,
current trucks or things that are happening.
And I really like to kind of pay attention to that stuff.
Like one of the big ones I'm going to be curious about in the future is the
eight speed and the 67 comments, how those hold up over time.
If you're seeing anything, um, with those or things on L5Ps, um, you know,
stuff like that.
So I appreciate your time connecting with us today, sharing your knowledge.
And, uh, yeah, keep me updated of any things that you might see in the future
with some failures or just, you know, things that you'd like people to know.
I'd love to have you back on.
Absolutely.
Don't forget, diesel fans, make sure and head on over to kershaw.kausa.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 night for hunting, fishing, EDC,
around the job side, around the house, then we got you 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.kausa.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.
About this episode
A diesel shop owner and guest connect maintenance habits to expensive failures, starting with how stretching oil intervals and relying on quick-lube service can create inspection gaps. They recommend a simple 6,000-mile oil schedule and changing the fuel filter every other interval, then explain how oil oxidation and sludge can form when oils shear and oxygen exposure increases. The conversation pivots to a 6.7 Cummins risk: a grid heater bolt dropping into the intake, and why proactive prevention and a Fleece intake/heater kit approach can reduce downtime.
If you own a 6.7L Cummins, this is an issue you need to know about. In
this episode of The Diesel Podcast, we talk with a professional diesel
shop owner about the Cummins grid heater bolt failure, why it happens,
what damage it can cause, the warning signs to watch for, and the repair
options available before it becomes a catastrophic engine failure.
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