“The right additives actually are an enhancement to the source motor oils and fuel we put in our trucks.”
Fake, Bogus, Bill of Goods, Rip-Off, Snake Oil – Perhaps a few terms that come to mind when some consider the use of additives as a beneficial assist in our vehicle’s mechanical operations. And while there are cases where this may be true in the old-days of fuel and oil additives where that bottle of magic juice actually was just snake oil, unfortunately there are still a few big name, big marketing agency-based companies that are still getting away with it today.
“I have customers come to me asking to put in XYZ additives in their truck,” says J.C.Counts, owner/operator at TD Diesel (Newberry, SC), “It puts me in an awkward position because I know their request is for a sub standard product. I ask them if they can tell me literally why they want this particular brand and what makes it work, as the product they want to pour into their truck. Naturally, they don’t have an answer for it, and usually call out something unrelated to their issue. They simply recognize the name on the shelf and nothing about the product itself.”
Fortunately however, there are very real alternatives, with very real solutions that provide results and extend the life of vehicles on the road while building exuberant customer satisfaction. Products truly do exist, with plenty of scientific origin, testing, data, and customer results to provide a successful solution among the world of misfit additives. And many are quickly discovering the benefits of the proper additives in the proper applications.
“For a while, I had tried very few additives,” says Counts, “because I was under the impression for years, that oil is good enough and shouldn’t need anything over and above the refineries and manufacturing representations. I thought if you added anything you would be disturbing the chemical properties and makeup of the oil specifications. I have since learned that the right additives actually are an enhancement to the source motor oils and fuel we put in our trucks.”
SO WHAT’S CHANGED?:
Counts feels that “technology, scientific research and market testing have made the difference. With so many years of questioning if additives are worth it, my vendor has chosen to prove that YES, additives are very much worth it.”
The evolution of base products has improved and quality raw materials are now more readily available to manufacturers. Also with engine tolerances running tighter and more precision in the design of mechanical parts, the proper additives now play a crucial role in engine protection due to the sophistication of mechanical and engine design. And consumers are paying attention too. Consumers are acquiring a better understanding of their vehicle maintenance and noticing the improvements and added miles that proper additives can deliver to the lifespan of their vehicles. The added value helps consumers hang on to their trucks for longer durations at an improved overall cost of ownership.
MOTOR OIL ADDITIVES:
With the essential function of the motor oil to easily flow through the motor, lubricate the friction between moving parts and dissipate heat throughout, the proper additive can be essential to its core use.
I always recommend manufacture specs or higher to my customers,” says J.C., “and I follow in my own personal vehicles as well. Specific to Cummins recommendations I can consistently pull my Fleetguard oil filters, and I can cut the filter open for oil analysis, showing the additive benefits and enhancements of the oil flowing through my truck.
Additives are included to help improve viscosity, reduce friction of the moving parts and keep the engine cooler in daily operations. The proper additive blends work synergistically with the source oil compounds to create an increased lubricity bond within the combination of fluids flowing through the entire motor.
For diesel fuel applications, the refineries are required to distribute the newer ultra low sulphur fuel with less lubricity. Bio diesel contains moisture. Ethanol and methanol configurations require the moisture to be displaced from your fuel. With the various hydrocarbons and polar-solvents in the fuel mixtures, the unknown characteristics of the fuel at the pump can cause some impactful and sometimes damaging results in your engine. The correct additives however, can help disperse the moisture, boost cetane, remove the internal deposits and build-up, and help stabilize the various fuel blends so the motor is operating more efficiently, with less damage and more prevention of breakdowns. Especially with diesel fuel, the right additive helps restore the lubricity filtered out of the fuel from the refinery.
“I’ve owned a 12-valve, a 24-valve and now my common rail Cummins. I’ve driven different buddies’ trucks and a ton of trucks in my customer’s fleets, and just running straight diesel fuel is not the answer,” says J.C.. “There is a huge difference with the right additives, where I can tell my mileage is better. I can tell I have improved throttle response. My fuel filters are cleaner at replacements, and specific to my vendor’s additives, mine are nearly as clean and white as when I first installed it.
HOW THE PROPER ADDITIVES HELP:
FR3 Friction Reducer (from Hot Shot’s Secret ) is a lubricity-enhancing oil additive that increases the lubricating and wear reduction properties of the host oil. The product contains patented synthetic lubricants that have unique lubricating properties even compared to PAO or mPAO synthetics of the same viscosity. Negatively charged Group 5 synthetic esters tenaciously attach to all internal parts completely lubricating your engine. Esters are also responsible for the increased rubber seal lubrication as well as a slight swelling of the seal for less oil leaks. The anti-wear component of the formula is a patented carbon Nano particle that fills in microscopic irregularities on the machined surface to provide a smoother surface for the lubricating film to form. Wear rates are reduced by 43% on the ASTM G-133 test when using FR3. The patented nano particles cross link at the surface which increases film strength and boundary lubrication. The synergy of these components extends the base oil performance in shear stability, oxidation stability, film strength and especially friction reduction. Lost compression is regained by cleaning deposits on the rings and pistons and by providing a smoother sealing surface for the rings which results in better ring sealing, less blow-by and increased combustion efficiency. The reduction in the coefficient of friction reduces operating temperatures and improves the oxidative stability of the host oil ensuring longer life for your engine. Fuel mileage and horsepower gains of 5% are not uncommon with the use of FR3 as backed up by dyno and road testing.
Everyday Diesel Treatment (EDT) helps replenish the missing lubricity of modern Ultra Low Sulfur Diesel (ULSD) and biodiesel. The removal of sulfur, and hence the lack of lubricity, from diesel fuel causes added friction against all of the moving parts in your fuel system. Plus, waxy soap deposits that were soluble in higher sulfur content fuels are now forming in fuel systems and very difficult to filter. Most diesel fuel contains at least a portion of biodiesel which contains glycerides. Hot Shot’s Secret Everyday Diesel Treatment was formulated with an injector cleaner, cetane improver, neutral and sulfur free lubricity agent, water dispersant, rust and corrosion inhibitor and fuel stabilizer. EDT’s injector cleaner specifically cleans IDID’s as well as the original carbon coking External Diesel Injector Deposits (EDID’s) and waxy soap deposits. EDT’s injector cleaner cleans all parts of your fuel system including upper cylinders, fuel tank, fuel pumps and lines. The injector cleaner is also responsible for bringing asphaltenes and glycerides back into solution and preventing further ashpaltenes and glycerides from forming. With your diesel fuel void of carboxylic salts, waxy deposits, asphaltenes and glycerides in suspension, the problems with filter plugging and injector deposits are solved. DDS and HDS acids are neutralized by the injector cleaner to keep more carboxilic salts from forming. Independent testing shows that power-loss is restored up to 67% in the Peugeot CEC F98-08 DW-10 test with the keep clean level of injector cleaner found in EDT. It also passes the ASTM D2068 Filter Blocking Test. The Cetane levels found in diesel fuel in most states is around 42 to 45. The minimum required by ASTM D 975 is 40. Most diesel engines operate more efficiently with a fuel that has a cetane rating of 48 to 50. Fuels with higher cetane burn more efficiently and completely than those with lower cetane ratings. EDT contains a cetane improver that will raise your cetane number 4 to 7 points. There are many advantages to increase cetane numbers. Cold starting is improved and less black smoke is seen as a result of the improved combustion efficiency. Less hydrocarbons and particulate matter in your exhaust reduce the blocking of your Diesel Particulate Filter and using EDT in your fuel has been shown to reduce DPF regens 50%. Increased cetane levels have also shown to improve fuel mileage and power. Fleet tests with EDT have shown an improvement in fuel mileage up to 7.3% and up to 12.3% increase in power due to the combination of Hot Shot’s Secret injector cleaner and cetane improver. This combination is also responsible for restored throttle response. EDT provides a cetane improvement in the fuel for a smoother, less erratic pressure buildup in the combustion chamber during the ignition delay period which occurs between injection and ignition.
STICTION ELIMINATOR is composed of a safe and effective synthetic cleaner that dissolves the stiction found on oil-wetted components, resulting in a rating of 92% clean in the ASTM D4828 scrub test. A Group V synthetic ester assists in bringing deposits and additives back into solution, reducing friction and lubricating your oil system. Originating as a request by International Truck and Engine for a product that eliminated the performance and warranty issues caused by stiction in the Navistar and Powerstroke Hydraulic Electric Unit Injectors (HEUI injectors), Stiction Eliminator eliminates the sticky friction caused by byproducts of burnt oil, thereby eliminating the hard starting when cold, bucking, missing, chugging and black smoke. Stiction Eliminator restores HEUI injectors back to factory specifications and rejuvenates the engine to optimal performance by restoring the oil flow through the injectors, which corrects injector timing, fuel flow and the spray pattern of injectors. Stiction Eliminator cleans the gum, varnish and stiction while also lubricating everything the oil touches in the engine. Similar to HEUI injectors the same benefits hold true for many other engine components. Stiction can form on many other components as well. Turbocharger bearings operate with tight tolerance and extreme heat (reaching temperatures upwards of 400°F), and are a known victim of stiction buildup. Stiction Eliminator helps reduce spool time while building maximum boost sooner in the RPM range. Stiction Eliminator is an inexpensive preventative measure to avoid stiction problems in the future. Stiction Eliminator was formulated to be left in for the entire duration of your oil’s lifetime. Stiction Eliminator is not a flush that contains harsh solvents which can potentially harm your engine. Whether used to solve an existing problem or as a preventative measure, Stiction Eliminator is guaranteed to clean and protect your engine.
And don’t just take our word for it! Just like the conclusion of this article includes raving testimonials, please visit our website for more knowledgeable articles, to see further proof of Hot Shot’s Secret success and even more testimonials for satisfied customers that also are now true believers. Are additives worth it? If you want your truck to run better, reduce total cost of ownership, reduce breakdowns, and stay on the road longer, then the answer is ‘yes.’
“I’m sure there are additives out there, that are worth it. But in my opinion, what I have seen in my own personal experience, is that Hot Shot’s Secret is by far the best. Hot Shot’s has not only set the bar, they have put the bar so far out of reach that others cannot compare.
I have used some other big name-brand products in the past, but I never saw the results. They have more space on the shelf but I just don’t believe in it like I do the Hot Shot’s Secret fuel and oil additives.
I had a customer ask if I recommend any additives, and I said yes, the Hot Shot’s Secret additives are the product that I sell, and I believe in. I don’t push any product that I wouldn’t or don’t already use on any of my personal vehicles.
I use Everyday Diesel Treatment, FR3 and Stiction Eliminator in my 2007 Dodge 6.7 Cummins. It’s a dually with gear ratio, tire size, and everything I can adjust spec’d for my particular driving situation in town and on the highway. Regardless of highway, city, back roads, you name it – I have a combined gain of 20+ miles per gallon in fuel economy using HSS products!
I love that EDT. The Everyday Diesel Treatment is bar-none an essential. When I started adding an ounce every time at the fuel pump, I started to see awesome fuel mileage in my truck!
I learn from the facts that I study, and I watch these big-names in the industry like Firepunk diesel, that have partnered with Hot Shot’s Secret. I follow these guys that are out there doing the research, these guys that are racing, constantly tearing down their engines, and consistently testing on their dynos; I trust their results. When those guys put FR3 in an engine, test a dyno pull and promote gains of 14 horsepower, just with the Hot Shot’s Secret FR3 oil additive alone, I’m paying attention!
After I saw the Firepunk experts gain 14 horsepower, I bought a bottle of FR3 the next day. I poured it in and noticed how slick it was – like nothing I had ever seen in the past, with ANY other additives. I fired the truck up and once the oil pressure came up, it sounded like a totally different vehicle. It ran like a Singer sewing machine!! I was amazed! I was so amazed I actually didn’t believe it myself. I shut down and walked away, and started it again the next day. Same thing: Easy start, smooth, quiet and unbelievable. $20 for some Hot Shot’s Secret! Sold!
There are only a handful of labs across the country originating their own additive products. Others will buy elsewhere and stick their own label on it, but it’s not theirs. With Hot Shot’s Secret, their parent company LSI is their lab with their product!
Once realizing that yes, additives are worth it, I have tried almost everything on the market, over the past 10 years. Hot Shot’s Secret is now the only additive that I use. It’s the only product I promote and I’m not looking to deviate from that!
When it’s your livelihood on the line, I have to trust in the products I sell. If I put it in my own personal truck, I can be confident putting it in and recommending it for my customer’s trucks. The other stuff, it’s a joke. I’m glad I sought out the Hot Shot’s Secret additives instead. HSS has been an amazing return on investment ever since.”
Read FULL Case Study Here
Three Common Issues Easily Remedied
Either you love it or you hate it, but the 6.0L Ford Power Stroke as one of the ‘big three’ diesel engines on the road had made a size-able impact in the market during its four years of sales. As an adaption from the International’s VT365, the Ford-based 6.0 was designed as a step above the 7.3L in performance and fuel economy, with upgraded emissions capabilities for tightening federal regulations.
Unfortunately the motor design included flaws that had essentially earned the reputation in some circles, of being a lemon. With computer issues and related injector problems, the Power Stroke took a hit in reliability and reputation. The motor did also have it’s upside however, and many saw improvements in throttle response for example, and overall performance enhancements over the previous 7.3L. A new HUEI injection system was incorporated as well as an enhanced variable geometry turbocharger (VGT), and the savings at the pump were a noticeable difference delivered from the smaller engine.
And while the motor design included ups and downs in reviews, a few routine issues continue(d) to haunt their owners. Interestingly enough however, owners can take responsibility as well, and those that stay up to date on maintenance typically see strong and reliable results from the 6.0L Power Stroke. Below we review a few issues at the top of the list with some helpful tips to remedy:
WHITE EXHAUST SMOKE:
A couple different factors could be involved in white exhaust smoke in the 6.0L Power Stroke, like Stiction in the injectors and/or a Failing EGR cooler.
Problem: In the case where the owner notices white smoke, primarily at start-up, it could be unburned fuel in the chamber due to an injector gunked-up in stiction. Until the engine’s combustion temperatures are able to warm up, the unburnt fuel emits the white smoke typically recognized in cold starts.
Solution: Clean your fuel injectors with a full dose of Stiction Eliminator oil additive to help reduce the smoke build up in both normal operations and cold starts. Plus, poor fuel quality can allow condensation in the fuel without the owner’s recognition. If the “water in fuel” light is on, or even a suspicion of water in the fuel, Diesel Extreme helps to clear out the condensation and increase cetane. If ever any water in the fuel, always change your fuel filter, plus drain the water separator.
Problem: A failing EGR cooler could cause what appears to be white smoke, but is actually steam, indicating a leak of coolant into the exhaust system. As the first EGR system in the Ford diesel, the problematic EGR cooler can be replaced with an upgraded aftermarket cooler, available as an enhanced replacement over the factory installation.
Solution: Differentiate between coolant and fuel: If the exhaust smells slightly sweet, it is coolant. If exhaust smells almost like bug spray, it is unburned fuel.
Running Rough / Misfire
A couple different factors could be involved in rough-running operation in the 6.0L Power Stroke, like Stiction in the injectors and/or a mechanical failure of the injectors.
Problem: When the truck is running rough when starting cold, but then clears when the engine is running warm, and/or, if the truck is running rough during idle, there is a probable stiction build-up in the injectors.
Solution: The easy solution is using a dose of Stiction Eliminator in your engine oil to clean out your gummed-up injectors, enhancing both normal operations and cold starts. For a double-punch to the system, also add in Diesel Extreme when at the fuel pump, to clean out the entire fuel system.
Problem: If the truck is consistently running rough, all of the time, a severe case of stiction is a likely culprit of the spit and sputter. These symptoms can also indicate a damaged or failed injector, beyond the point of stiction elimination.
Solution: The easy solution is pouring a dose of Stiction Eliminator oil additive to clean out your gummed-up injectors, otherwise a repair or replacement may be required.
Problem: When an electrical issue, such as an ICP sensor failure, or if the FICM fails, misfires can be instructed to the injectors, causing similar spit and sputter in the engine.
Solution: Owners can visit the FAQ section of www.ficmrepair.com, and scroll down to “Can I test my FICM to ensure that it is the culprit?” and follow instructions on self-diagnosing the FICM. You will need a scan tool to properly diagnose this. If the FICM looks good, you may want to visit a knowledgeable repair shop specialized in diesel mechanics.
WHITE SMOKE AT THE OIL FILL CAP
If noticing excessive white smoke when removing the oil cap, it may be an indication of excessive crankcase pressure.
Problem: ‘Blow-by’ is when fuel, air, and moisture are forced past the cylinder rings into the crankcase. Due to the increased combustion pressure common to diesel motors, and when the pressure is too great for the piston rings to hold completely, some blow-by is normal on any diesel engine. Excessive blow-by however, can be caused by piston rings that are sticking in the bore.
Solution: One of the ways to check if blow-by is too great is to put your oil filler cap upside down on the filler hole. When running the engine, the cap gets blown off, there is too much pressure in the crank case. The easy solution is to use Stiction Eliminator and Diesel Extreme to free up both sides of piston rings.
When blow-by is caused from piston rings that are worn out, therefore the lower compression cylinder causing a misfire, these piston rings need to be replaced.
For those experiencing any of the above (or more), in any of your diesel engines, feel free to request assistance from Hot Shot’s Secret, either online and/or by phone at 1-800-341-6516.
Tips for keeping your lawn and garden equipment running great for years to come.
Spring has sprung and with the birds chirping dawn to dusk breaking the silence of winter gone by, so too returns the outdoor chores like mowing the lawn, tilling up the garden and a variety of other outdoor projects.
Much to our advantage, we now have the ability to trade up from rotating spinning blades powered by our legs pushing across the yard, to rotating spinning blades under the deck of our motorized zero-turn lawn mowers. Instead of strapping on the plow to the back of the horse, we can run our motorized tiller to churn up fresh dirt for planting. And with the continued advent of mechanical-powered machinery to ease our strains of manual ‘horsepower,’ also comes the need to maintain our equipment for prolonged use.
Whether it’s the push mower, or the riding mower, whether it’s the leaf blower, or the roto-tiller, whether it’s the skid steer or the mini excavators barreling across our properties, they all need the proper attention to perform their intended duties. “Maintenance, maintenance, maintenance,” says Mike McNutt from Detailed Lawn Care Service (Hubertus, WI). “I have 2050 hours on my zero turns, starting and running great every time, because I have done what is needed.”
“Among other things I change out the spark plugs annually. I’ll blow out air filters once a week, I change the fuel filters once a year, change oil at 50 hours, hydraulic fluid and filter changes at 100 hours, I sharpen blades at 25 hours. The proper maintenance will keep your gear running a long time. I check my oils every day. A zero turn costs almost the same as a car,” chuckles McNutt, “so I try to take care of it all.”
With the multitudes of helpful equipment on the market today, below are a few categories and selected items that may be out in the shed, or available in your garage today. A few considerations for operation can help in safety and maintenance:
Lawn Mowers: Whether push, ride and/or zero turn, many of the same Checklist principles apply:
• Remove and clean out any unwanted debris.
• Tighten or replace any loose nuts & bolts.
• Sand, prime and paint rusted parts.
• Replace, cap, wrap or coat any bare or frayed wiring connections.
• Check your spark plugs for proper gap and spark.
• Avoid tipping the mower in a direction where fluids might seep into the air filter and/or into the combustion chamber.
• Drain any stale fuel that may be present after the winter storage, or add fuel stabilizer in the gas tank, before starting.
Hot Shot’s Secret Application(s) for Lawn Mowers:
Product: FR3 Friction Reducer
Dose: 1.5 oz per Quart of Oil
Frequency: Every Oil Change
Benefits: Users can gain up to 5% Fuel mileage and horsepower. FR3 Friction Reducer is a lubricity-enhancing oil additive that increases the lubricating and wear reduction properties of the host oil. It increases rubber seal lubrication for less oil leaks and cleans deposits on the rings and pistons, thereby providing a smoother sealing surface for the rings. Lost compression is then restored with better ring seal, less blow-by and increased combustion efficiency.
Product: Gasoline Extreme
Dose: 1.25 oz per Gallon of Gasoline
Frequency: Once a year for moderately used equipment. Twice a year for equipment used over 100 hours.
Benefits: Gasoline Extreme is a deep-clean for fuel injectors, thereby restoring the flow and spray pattern from gummed-up fuel injectors. Intake Valve deposits are cleaned 69% on average, restoring valve seating and volumetric efficiency. A special lubricity additive is included in Gasoline Extreme helping pumps and injectors move freely. All of which add up to more efficient fuel burn and improved gas economy.
“Edgers”: Included in the category is also Leaf Blowers and Weed Eaters. Before conducting any maintenance, be sure the power button is in the off position, the gas tank is empty and the spark plug wire is disconnected and pulled away from the cylinder.
• Use a brush with a mix of water and detergent to clean off any grease, dirt and debris.
• Check all screws, bolts and nuts for tightening as needed.
• In a 4-cycle engine, check the oil level and consistency before every use.
• Check string or blades for proper stability and extension.
• Remove and inspect the spark plug for proper gap and spark. If the plug tip is black, replace the spark plug.
• After use for the last time in the season, empty the fuel tank to avoid condensation and fuel breakdown.
Hot Shot’s Secret Application(s) for Edgers:
Product: FR3 Friction Reducer
Dose: 1.5 oz per Quart of Oil
Frequency: Every Oil Change
Benefits: FR3 esters provide increased rubber seal lubrication as well as a slight swelling of the seal for less oil leaks and a regain in compression. FR3 provides enhanced protection against engine wear with a patented carbon Nano particle that fills in microscopic irregularities on the machined surface allowing a smoother surface for the lubricating film to form. FR3 components extends the base oil performance in shear stability, oxidation stability, film strength and especially friction reduction.
Chainsaws: For the utmost safety protection and operation, proper use of a chainsaw requires routine inspection and maintenance prior to every start of the motor:
• Ensure the chain brake is functioning properly.
• Check and/or replenish bar and chain oil level before each use.
• Remove debris from the cooling fins and air intake.
• Check the flywheel fins to avoid blockage of air from cooling the engine.
• Sharpen the chain to reduce load on the motor plus help avoid kickbacks.
• When the cutting tooth has been worn down to less than 4 mm, replace the chain.
• Clean debris from the saw after each use.
Hot Shot’s Secret Application(s) for Chainsaws: (All 2 Cycle engines)
Product: FR3 Friction Reducer
Dose: Pre-mix 1.5 oz. FR3 per Quart of 2-cycle oil, then mix 2-cycle oil blend with gas at usual treat ratio. (1:40, 1:50 per manufacturer’s instructions)
Frequency: every tank
Benefits: Wear rates are reduced by 43% (ASTM G-133 test). FR3 engages patented synthetics with unique lubricating properties improving friction reduction over PAO or mPAO synthetics of the same viscosity. Patented FR3 nano particles cross link at the surface, which increases film strength and boundary lubrication, improving shear stability, oxidation stability, film strength and especially friction reduction.
Regardless of the types of equipment, similar rules can easily apply across the board for motorized lawn and garden equipment:
Change your oil.
Just as the oil is the lifeblood of the big engines, it also provides the same advantages for the smaller engines as well, requiring the same attention. Without the proper oil change maintenance, lawn equipment also wears out due to increased heat and friction, and lack of lubricity.
Change your filters.
Air Filters allow a cleaner air into the combustion chamber helping with efficiency in the torque and horsepower of the smaller engines as well as a cleaner burn and therefore, exhaust emission into the environment. Oil filters also help extend the lifetime of your small engine components as well. Clogged oil filters cause a backup in fresh oil and flow-through to all of the mechanical parts in friction.
Additives help fill the gaps where some oils and fuels often fall short. Spending just a couple extra dollars on additives maintenance will go a long way in adding more lifespan to engines and motorized equipment. Additives help increase lubricity, fuel burn and heat transfer in any engine. Applying the same benefits to lawn and garden engines and moving parts can help avoid costly equipment repairs and replacements. Additives such as Hot Shot’s Secret Gasoline Extreme and FR3 Friction Reducer can help increase fuel mileage and horsepower, deep-clean and remove corrosives, improve compression and reduce oil leaks, reduce friction, heat and wear on tear on engine components, and extends the base performance in shear stability, oxidation stability, film strength and especially friction reduction in standard motor oils.
Sharpen Your Blades.
It’s easy to miss this step because we take for granted that our blades will cut through their intended materials. Not always the case though, we tend to forget what we don’t see and our engines work harder when the blades are not adequately serving their purpose. Sharpened blade helps not only get through the task more efficiently, but also saves unneeded stress on the power-plant, thereby requiring less exertion to maintain.
And don’t forget
…not only does the lawn and garden equipment in the field require maintenance, but also the hauler trucks to get all of that gear to the site. ““I have the dreaded 6.0 Power Stroke, and I’ve had the typical problems with my injectors. I use it to pull all my trailers and load down the truck bed with equipment. Using the Hot Shot’s Secret Diesel Extreme, Everyday Diesel Treatment and the Stiction Eliminator has helped my truck run better than ever,” says McNutt.
With the gasoline, electrical, battery-powered and diesel driven power of modern lawn and garden equipment, large to small, all consist of a variety of moving parts, fuel mixtures and the need for additives and lubrication. Just like any other motorized vehicle, maintenance is the key to the success of your investment.
“I believe in Hot Shot’s Secret. I was in for some injector repairs and the garage recommended HSS. I went online and checked them out and everything looked good. I actually called for more questions. They promised me the 100% money back guarantee and gave me all the details. And when I made the purchases, they asked me for my phone number.
A month or two later they actually called to ask how my truck was running. To me, that stands out. Nobody really cares after the sale. And they reiterated that if I still wasn’t happy, to send in the receipt. To me, that makes a big difference.
Not only did it help my injectors, I noticed I picked up a couple miles per gallon using their products.
They even sent me a bottle of FR3 friction reducer to try out as well. I loved it.”
With the chance to go out on top, 3-time Ultimate Callout Challenge (UCC) defending champ, Lavon Miller has recently sold his truck and taken a seat spectator-side for the 2019 racing season. As one of the most recognized trucks in diesel motorsports, Josh Scruggs will now pilot the Pro Street truck formerly owned by Firepunk Diesel.
With a pedigree of racing wins from coast to coast, the Firepunk truck has seen its share of victories in a variety of diesel’s finest displays. In addition to the former Miller daily-driver and hauler truck, this 2006 Dodge Ram 3500 has been the latest in Miller machines that garnered victories in a variety of manners ranging from the Diesel Power Challenge dyno, drag strip, obstacle course, and sled pull track competitions, to setting Pro Street records in the Outlaw Diesel Super Series (ODSS), running a 4.97 @ 151 MPH, and a top speed in the National Hot Rod Diesel Association (NHRDA), at 174.75 MPH, to even winning the Ultimate Callout Challenge three years in a row. . “We won the UCC in 2016 and we also won the Pro Street Points series in ODSS in 2016,” says Lavon Miller of his famed trophy-winning career, “which both seemed like an impossible goal for the 2016 debut on a new build! Going forward we pushed for new goals, earning the Firepunk Team a win in UCC 2017 and 2018, and being the first Pro Street truck to hit the 7’s in the 1/4 mile and the first to the 4’s in the 1/8th was monumental for our team. By the fall of 2018, we reached a point where we were faster than our chassis cert (7.99/5.00), and SFI had no provision for a faster chassis certification, which brought us to the crossroads of wondering what’s next for Team Firepunk.”
“If there were ever a ‘guinea pig’ truck that we have been testing with, it’s the Firepunk Pro Street truck,” claims Kyle Fischer, Director of Sales for Hot Shot’s Secret. “It’s exciting to have all of the success working with Lavon and the Firepunk Diesel team, and now we are excited to see what’s in store for Josh!”
“It’s nerve-racking to take ownership of a famed 2,300 horsepower and 3,400 lb-ft of torque race truck. A lot of people will be watching with their own expectations, to see if I can live up to what has come before. I hope to eventually get to where Lavon was, and many have already stepped up to help. For right now though, we are just trying to get it ready for the season,” says new owner, Josh Scruggs of Triple Hart Repair and Fab (Harrisonburg, VA).
Scruggs started racing in Honda classes and moved his way into diesel with a ’96 Dodge that his father and he converted into a pulling truck. “We got tired of messing with it though,” says Scruggs. “Every time we turned around, the rules were changing in our local pulling matches. We traded it for an ‘06 drag truck with a 6.7L, 400% injectors, S480 turbo and raced 5.90 index, and we won the 2018 Rudy’s Fall Truck Jam.”
His ‘06 was cut up and gutted about as much as it could be and Scruggs had to decide between gutting even more into a Pro Street truck, or sell it and look for something closer to ready, requiring less time for the build. With the decision to sell, Scruggs says it was a done deal within about 48 hours of posting it on Facebook. “I work with Lavon fairly often getting parts for the shop,” says Josh, “and I had mentioned I had just sold my truck.” Lavon had asked in return if Josh would be interested in the Firepunk Pro Street truck? “I didn’t know it was for sale,” mentions Josh of the conversation, “and technically it wasn’t. But if you’re interested in the truck at this price, said Miller, then we’re interested in letting it go,” claims Josh.
“Selling the Pro Street truck was undoubtedly a very hard decision to make,” says Lavon, “but we built the truck specifically to win the Ultimate Callout Challenge in 2016, then continued to race the Pro Street Class the remainder of the year. With 2019 UCC falling on the same date my wife and I are expecting the arrival of a baby girl, we found the timing of the sale to fall in-line with the goals Josh Scruggs had, and decided it was time to pass the torch, and let his team move forward with a chassis that has been so successful for our team here at Firepunk.”
Scruggs proceeded to deliver his newly sold truck to the 2018 PRI show, and bought his new one from Miller on the way back. Since then, Scruggs has had the wrenches at work. “We’ve done a lot of work,” says Josh. “We’ve been watching UCC and noticed everyone switching to cut tires so we have made that change. Lavon offered for us to use his pulling gear and we’ve kept the hitch and the plates he made. We dropped a big-truck rear end in it; drop-box reverser, 4-disc clutch, changed out the motor, and the chassis for racing is all the same except the power plant.”
“I don’t expect to pick up where Lavon left off,” says Josh. “This truck has been an icon in the diesel world, and the things he has accomplished with this truck has opened a lot of people’s eyes to what diesel can do,” credits Josh. “Pretty much anything Lavon had set out to do, he’s done it with this truck. Lavon’s are some big shoes to fill. They were a great team, got after it, had years of practice and they got it dialed in. I could have jumped in as-it-was and probably still couldn’t run what he did with it. I still have to learn this truck. With changing the power plant, turbo setups and working out the bugs, it’s a lot to get used to. I’m expecting mid 5’s until I get some seat time. Until I get used to it, and we get it dialed in as well, probably ain’t nothing gonna be the same.”
Josh has been seeing some of the same assistance come through the door however, from industry sponsors and peers offering help where they can. “Between the guys here at the shop, BD Diesel, Industrial and so many others lending a hand, it’s unbelievable the amount of help in this industry, and we couldn’t have done what we have without every one of them. I listen, and I don’t take anyone’s advice for granted. Many have been with this truck, and we are learning and trying to make something happen. I welcome everyone’s knowledge and their experience.”
Hot Shot’s Secret for example, has continued with providing racing oil to keep the motor alive. “I think it’s really gonna help out,” says Josh. “With everything Lavon has to say about Hot Shot’s Secret, I’m looking forward to a promising oil program to continue. I’m using the Adrenaline racing motor oil with the FR3 mixture, and the same Adrenaline racing transmission fluid that Lavon and HSS have worked to fine-tune.”
“We’re excited to see it in action this year. We continue with high hopes for this truck’s winning ways,” says Kyle Fischer. “Hot Shot’s Secret has been proud to be a part of this truck’s previous program and we are thrilled to see the truck continue at the track. With the torch being passed on, our sponsorship continues, and we are wishing the best to Josh and his entire team! ”
By Eric Trimble, Lubrication Specialties, Inc.
There is not a product in the world that contains the same chemical makeup as Hot Shot’s Secret FR3 Friction Reducer. It is truly a one-of-a-kind.
There are several different chemicals that manufacturers use in their products to help reduce friction in any lubrication application, including molybdenum, phosphorus, zinc, titanium disulfide, antimony and many more. These chemicals are known as ‘friction reducers’ or ‘extreme pressure additives’ and are widely understood within the field of tribology (the study of friction, wear, lubrication; the science of interacting surfaces in relative motion).
Another form of these friction reduction or extreme pressure additives, which have become popular of late, are nano lubricants. Nano lubricants also come in many different forms, including nano diamonds, graphite, tungsten disulfide, borate, titanium and more. Every one of these friction reducers have their pros and cons, however, through extensive lab and real-world testing, Hot Shot’s Secret is using what is believed to be the most effective nano lubricant available, nano carbons.
Nano carbon particles are spherical in shape and are less than 10 nano meters in diameter. This allows the lubricant to find the voids and blemishes on a machined surface, fill these gaps and provide a smoother surface for the lubricating film to form.
While nano carbons are highly effective on their own, the researchers at Lubrication Specialties, Inc. has found one of the most innovative chemistry makeups in the world by combining these nano carbons with two other patented lubricants. The synergy between these lubricants results in one of the world’s most advanced friction reducers, Hot Shot’s Secret FR3 Friction Reducer.
The chemistry is certainly interesting, but what does it all mean for your vehicle?
Hot Shot’s Secret FR3 Friction Reducer has many benefits, but this oil additive is proven to reduce wear of oil-wetted components by up to 43%. This means, with proper maintenance, these components will last nearly twice as long as expected. That’s less trips to the service garage and more money in your wallet.
The unique formula of the FR3 Friction Reducer also reduces the temperature in the engine by absorbing the friction heat via the nano carbons. This, coupled with its ability to improve the host oil’s properties, allows for improved oxidation and shear stability of the oil. This helps keep the engine cleaner, longer.
Increased ring sealing is another benefit of FR3 Friction Reducer. This allows for an increase in combustion efficiency and it lowers the amount of blow-by that takes place. The increased efficiency of the engine also provides an increase in fuel economy and horsepower for any vehicle by up to 5%.
Older vehicles will especially notice a difference when running Hot Shot’s Secret FR3 Friction Reducer. Any compression or fuel economy that has been lost over time will be restored, noise and vibration will be quieted, and overall performance will be noticeably improved.
Recently bought a new vehicle? Make sure it lasts by using Hot Shot’s Secret FR3 Friction Reducer. It is a fully guaranteed product, like every Hot Shot’s Secret Product, and is backed by science. For more information, click here.
Originally published in LSI Magazine – Issue 109 – Spring 2019
Back half – (drag racing)
Referring to distance from the 1/8-mile mark to the 1/4 mark of the track.
Bleach box – (drag racing)
Area where bleach is deposited for cars to perform burnouts. Gasoline (since discontinued for safety reasons), water, and TrackBite are also used. Most organizations only permit water. This is done at the start of most drag races.
Also called the Tree, the electronic starting device between the lanes on the starting line.
When a dragster pulls so far forward that they leave the pre-stage area and turn off the pre-stage lights on the Christmas Tree, but not far enough to leave the staged area. This is legal in drag racing. This may give the driver a few inch advantage, unless the other driver deep stages too.
Dial-in – (drag racing)
When bracket racing, drivers must estimate or “dial in” the time in which they expect to run. Therefore, two unmatched cars in weight and power can compete, by a handicap system. If one runs a faster time than dialed in, it is a breakout.
Drag racing term used to group vehicles, usually sedan bodied, that still have functional doors for driver access to the vehicle, as opposed to Funny cars which have a single lightweight outer body draped over the racing chassis.
A meeting where drivers and officials meet before a race to discuss the upcoming event. Also referred to as Drivers’ briefing or Driver and Crew Chief meeting, as in some series, the driver and his crew chief must attend.
Elapsed Time. A term used in drag racing about the total time the run took, from start, to finish. E.T. Slip – (drag racing) Slip of paper turned in by the race timer which denotes elapsed time for both drivers, and who won the race; it may also include reaction time and “60 foot” time. This is an official document, used for timekeeping. Also known as a timeslip.
Lit the tires – (drag racing)
Lost traction, producing smoke.
Blew the tires off
Lost traction, tires spun
Meth – (drag racing)
Refers to methanol injection used in conjunction with racing fuel
When a race car deposits oil from the engine onto the racing surface, causing a delay.
The time it takes a vehicle to cover the first sixty feet of the racetrack. it is the most accurate measure of the launch from the starting line and is the interval most critical to a quick e.t.
A racer whose reaction time is significantly slower than an opponent’s is said to have been Tree’d.
Originally published in LSI Magazine – Issue 109 – Spring 2019
20 years ago, a gas engine would be considered at the end of its life at 100,000 miles, but engines today are consistently making another trip around the odometer. But where gasoline engines are reaching 200,000 plus miles, diesel engines now often run for well into their 500,000-mile ranges and beyond. Here are three of the reasons diesels last longer:
- THE DESIGN OF A DIESEL ENGINE
We’ve lived long enough to know BIGGER isn’t always better, but in the case of diesel engines, it is exactly why they last longer than their petrol counterparts. Diesel engines have higher compression ratios and have higher cylinder pressures than gasoline engines. Diesel engines are built with these considerations in mind. They have a larger crankshaft and camshaft, which requires larger bearings and sturdier main and rod bolts. Larger crankshafts and camshafts also means increased clearance which allows for better oil flow, better engine lubrication equals less engine wear.
There are other key design differences of the diesel engine that contribute to its longevity, they include:
- Gear driven design
Why it matters: You won’t have to worry about timing belt failure.
- Piston cooling jet
Why it matters: Sprays engine oil on the bottom of your pistons to prevent premature wear, by keeping pistons cool and properly lubricated.
- No Spark Plugs
Why it matters: Compression motor delivers a slower burn which creates less stress and more torque, inherent to diesel engine efficiency.
Another reason diesel engines last longer than gas engines: diesel fuel is a type of distillate fuel, that is essentially produced from crude oil, which gives diesel engines slower cylinder wear than gasoline engines. This gives diesel fuel lubrication properties that extend the life of your engine. On the contrary, gasoline is primarily made of aromatic hydrocarbons that act similar to solvents, that are harsh and corrosive with no lubricity and therefore wears the components of your engine faster. Diesel engines have lower Exhaust Gas Temperatures (EGT’s) which also helps their longevity. Although Diesel Fuel has more BTU’s, 139,000 versus 115,000 BTU’s for gasoline, the laws of thermodynamics indicate that the expansion rate of higher compression ratio diesel engines actually cool the exhaust gases faster. Coupled with the lower auto-ignition temperature of about 410°F for diesel fuel compared to the 495°F of gasoline, the initial flame front is cooler. Diesel engines also run at a much leaner air to fuel ratio which can be anywhere from 25:1– 70:1 as opposed to 12:1 – 16:1 for gasoline, so the extra air helps cool the EGT’s. Gasoline burns much quicker than diesel fuel. Less shock to the rotating assembly occurs because of the slower laminar speed of the flame during combustion which aids in the durability of diesel engines.
The third key to diesel longevity is the operating efficiency. Diesel engines run at lower RPMs (revolutions per minute) and achieve higher levels of torque, relative to a gas engine. Being able to operate at a lower speed to achieve the same power means less wear on your pistons, rings, cylinder walls, bearings, valves and guides which aids in lengthening the life of your engine. Diesel engines are typically left running when not in operation for short periods in time. Since a large percentage of wear occurs at startup, the constant cycling of turning the engine on and off saves in wear over that of a gasoline engine. It also reduces the heat cycles and keeps operating temperatures constant.
Expert Spotlight: Here is what Stephen Peters of PSP Diesel, known for their 6.0L builds, (South Houston, TX) has to say about why diesels last longer:
“Diesel owners are using their diesels as much more intended for their purposes; to provide maximum torque, and to run for longer durations in the day, opposed to the typical start/stop patterns of the gasoline engine. They are not subjected to quick start and stops. Starting the engine is one of the most abrasive acts of the motor. While idling the motor is not the ideal condition, most of these trucks are started in the beginning of the day and turned off at the end. They run long hours and are worked very hard, but that is their purpose.”
Peters adds, “Diesel engines are just built tougher. The blocks are bigger, the walls are thicker, and the pistons are larger, for example. And with the added bulk even, let alone the precision in tolerances in the rings to prevent blow-by, the design originates with lubrication in mind, aiding in the reduction of friction and damage to the rubbing parts.”
DIESEL ENGINE MAINTENANCE IS IMPERATIVE TO ENGINE LIFE
While diesel engines were built to last, like all valuable things you will want to take care of your investment with regular maintenance.
Diesel owners can take simple but effective preventive measures, with the use of additives for their oil and fuel mixtures. With lubricity as such a high standard in diesel operation, additives help balance out the fuel mixtures providing more lubricity in the ultra-low sulphur fuel. Motor oils designed to the higher demands of the diesel workhorse last longer and have less viscosity breakdown as well as enhanced heat transfer, and high quality engine coolant helps keep the overall operating temperatures lower to reduce added friction from heat expansion. Hot Shot’s Secret additives and coolants were specifically designed for the heavy duty rigors of diesel engines in mind.
With the simple additions of the correct engine and transmission fluids, you can be sure your diesel engine will be around for the long haul.
“Hot Shot’s Secret makes some amazing products, and we have been using them for years.
We are known for our 6.0L builds. And with the high-pressure oil systems, those injectors are really reliant on good oil quality. If not, over time, injectors build up debris, and I can give a laundry list of times that customers have come in the shop and their injectors are pretty much on their way out. We hand them a 2qt bottle of Hot Shot’s Secret Stiction Eliminator, and we don’t hear from them for another year regarding their injectors. Our customers come back stating ‘this stuff worked great and my injectors lasted another year longer!’ ”
South Houston, TX
We’ve all seen (or have caused); thick, black smoke come from the exhaust of a diesel-powered vehicle. For many of us it is our favorite part of owning a diesel in fact. However, a well running diesel should not produce visible smoke and if yours is, it could be an indication that something is not right with your engine. Let’s talk about the different colors of exhaust smoke and the potential causes.
THE COLOR OF YOUR EXHAUST SMOKE EXPLAINED
Blue or Gray. Newer, low mileage truck owners can skip this paragraph, but many of us like to have a worn-out beater truck laying around, or maybe your teenager bought their first car from a not-so-honest guy. Blue usually means one thing: you are burning oil. You might notice a burnt oil smell while stepping on the accelerator, or maybe see blue/gray smoke leave your exhaust on startup or heavy acceleration, these are some of the telltale signs that you are burning oil.
Blue/Gray smoke could be caused by:
- Stuck rings from stiction
- Broken piston lands
- Worn out or broken rings
- Worn out cylinder bores
- Worn out valves, valve guides, valve seals, PVC valve, injectors, turbo seals or the turbo itself.
White. This is usually the last color of smoke you want to see. If the smoke is thin, and goes away relatively quickly, then it is merely condensation. However, thicker, longer lasting smoke is a much larger headache. Your engine is more than likely burning coolant. This can be the result of a blown head gasket, damaged cylinder head, or cracked engine block – none of these are easy on the wallet. Diesels can also put out white smoke when fuel passes completely through the engine and reaches the exhaust without having been burned. This might be caused from the engine being too cool to burn the fuel, low compression in cylinder(s), fuel injection timing, defective fuel injector, burnt out glow plugs, clogged air filter or poor fuel quality.
Excessive white smoke is almost always an indication of a water leak either by a:
- Cracked head
- Cracked block
- Blown head gasket
Black. Or as many people call it, “rolling coal”. People throw tuners, modules, or some kind of smoke switch, onto their diesel to make the truck add more fuel than necessary to create black smoke, as well as install larger injectors. But for those who don’t intend to smoke out everyone behind them, there’s quite a few things to check. A little black smoke is normal on a properly functioning diesel but keep an eye on the amount of smoke at different RPMs and loads so that you will be able to tell if something is amiss.
You may be experiencing black smoke because of:
- Incorrect timing or air/fuel ratio
- Dirty injectors
- Worn turbocharger
- Dirty intake manifold
- Clogged air cleaner
- Low cylinder compression
- Poor quality fuel
- Excessive carbon buildup in combustion chamber
Clear: the optimal burn in the combustion and exhaust and means everything is dialed in and well-tuned.
THE BENEFITS OF UNDERSTANDING YOUR EXHAUST COLOR
With these color indications provided from the tail pipe, you can easily take action for repairs or even better; get ahead of the repairs with common maintenance. “It’s not an option,” says Darwin Hippen, of Riverside, California. “In almost anything we encounter, for anything to endure, maintenance is a priority. Oil changes are critical to the lifespan of your vehicle, for longevity and performance. Friction and heat is not your friend.”
When the EPA required lower sulfur in diesel fuel, it also reduced the lubricity required within the diesel engine fuel systems. “Sulfur is imperative to the function of a diesel engine,” says Hippen. “Sulfur in the fuel itself, lubricates the injectors in the engine. Reduced sulfur jeopardizes the lifespan and the design of this extremely expensive part of the engine.” Fuel additives help counterbalance the lack of lubricity to easily and far less costly, prevent the damages from the ultra-low sulfur diesel fuel.
“For a brand-new truck or a truck like mine with the miles stacked up, and everything in between,” says Hippen, “Your smoke can tell you a lot of information, and thankfully there are products like Hot Shot’s Secret additives to help keep it clear!”
PRODUCTS TO CLEAR YOUR DIESEL SMOKE
Diesel Extreme: For White Smoke & Black Smoke
Stiction Eliminator: For Blue/Grey Smoke
Injector design has been conveyed across three primary design concepts. The mechanical based system was a system based on injector pressure and mechanical release. The 2-phase system simply allowed the activation of the injection pump to build pressure within the injector to then lift the check valve and open the flow of pressurized fuel to spray.
The High-pressure Electronic Unit Injection (HEUI) system followed as one of the first designs helping revolutionize the clean-burn, quiet diesel engine. Opposed to the prior single-shot fuel injection design, HEUI systems use an electronically controlled hydraulic activation with a high-pressure oil pump forcing a plunger within the injector to open the needle to fuel spray into the combustion chamber.
With the addition of electronic control, the HEUI system enhanced accuracy in injector cycles. The entire stroke cycle is controlled by the fuel system computer, with a much more accurate timing for injection and fuel metering with a higher injection pressure over the previous 2-stage injection design.
And with a common rail injector system, multiple injectors can fire at various stages all fed by a common line of pressurized fuel.
Shane Matt of L and M Fuel Injection Service Inc. (Lafayette, LA) says, “the inclusion of computers enable the injector to spray more than once per combustion cycle. In the old style diesel, all of the fuel was mechanically injected on top of the piston, right before top-dead-center (TDC) on the crankshaft, to coincide with the optimal heat buildup from the compression.”
“Nowadays,” says Matt, “just before that peak heat of compression build-up, just before TDC, injectors spray a pilot injection stroke with a minute amount of fuel. Once the crankshaft passes top-dead-center, the rest of the fuel is injected so that the torque is pushing the piston down after TDC, with nothing but power in downward force. Opposed to hitting all the fuel before TDC, and the need to still pass over top on the full spray, the ignition is fed just before, ‘assisting’ in the pass over TDC with optimal force remaining, to burn on the downside of the crankshaft.”
Matt claims the system provides much more torque and a quieter engine because you don’t have one big bang before TDC. “It’s a much smoother and much more efficient burn of the fuel process. The full combustion is no longer wasted on the upward stroke of the piston. The majority of the combustion takes place in the downward stroke and therefore the extra torque.”
And just as the mechanical pressurization system was replaced by the HEUI, the hydraulic unit injector typically found in the older 7.3L/6.0L Power Stroke engines and the DT466E Internationals, is now being phased out for the common rail injection system.
The newer systems utilize each injector as a spray nozzle with a constant supply of high pressured fuel supplied to the injector at all times, through a common rail of fuel. With all the injectors attached to a single rail, a high-pressure pump supplies up to 35,000 lbs. of pressure to the line. The computer then determines the amount of fuel to spray and the timing to do so. Each injector may spray various volumes of fuel, up to 5 strokes per combustion cycle. In addition to the pre-TDC injection, the common rail system may pulse another 4 times during the downward pass of the piston, providing increased torque over the HEUI system.
“You’ve got 35,000 pounds of fuel being sprayed out of these tiny orifices, just atomizing the fuel to almost a smoke, opposed to a mist,” says Matt. “With the proper air intake, the common rail system provides a much more efficient burn with nearly 100% ignition.”
By adding crystals to electric current, piezo electronics are now added to the common rail system controlling two pilot sprays, a main spray and two post sprays. Piezo-electric common-rail injectors are also quieter than their predecessors while increasing horsepower and torque.
As design specs, more sophisticated components and higher tolerances increase in the evolution of the injectors, so too does the intolerance of contaminated fuel. Shane says that most of the hazards to injectors that he’s sees in his repair service results from dirty fuel, water in the fuel, and fuel with a lack of lubrication.
“The diesel fuel system is totally lubricated by the fuel itself,” says Shane. “Government wants almost all the sulfur out of diesel fuel however, and the process they use to remove the sulfur from the fuel also removes lubricants. The hydrating process at the refinery creates a ‘dryer’ fuel more reminiscent of kerosene or jet fuel. Diesel engines are not designed for low lubricity fuel.
“Proper maintenance like changing your fuel filter, and additives, help avoid the premature wear of your fuel system,” advises Matt. “Neglecting the fuel filter can wreak havoc on a fuel system, and additives help increase lubricity, which really extends the life of fuel systems. For example, over the years, our customers that faithfully use Hot Shot’s Secret additives, their fuel systems are in pristine condition, after a longer than usual service life. We usually see them here with leaks instead of worn hard parts. On the other hand, we have those that use fuel straight from the pump without additives, and a lot of times they are in here earlier than they should be.”
“We have customers that claim added economy as well, just by using additives. When boosting the cetane, and the ‘burn-ability” of the fuel, you have more BTUs to work with, claims Shane. “Additives also have cleaning agents which helps keep your nozzle tips clean and functional. We have noticed a recognizable 25% increase in the longevity of the engine life with proper use of the additives.”
“I use Hot Shot’s Secret products in all my diesel equipment. Faithfully. It’s one of the key things now because you can’t get a fuel sample tested every time you tank up. You never know what you’re buying and you never know if the transport truck just dropped off a load that was severely hydro-treated and really low on lubricity. Why take the gamble; put a few pennies of additives in your tank and not only do you get the protection but also the peace of mind.
Hot Shot’s Secret Stiction Eliminator has repaired countless issues for customers of ours. In many cases, they come in for an injector replacement, but I have to be honest with my customers and pass along a good value. I sell them Stiction Eliminator instead of an injector and it very often solves the problem for a long time.
Stiction Eliminator has cured so many problems for our 6.0L Ford customers and they keep coming back.
In my own vehicle I had a lifter tapping. I put it in there and within a day or two of driving, the tapping went away. It just cleaned out the lifter to where they functioned normally again, and the engine was far quieter.
Shane Matt of L and M Fuel Injection Service Inc. in Lafayette, LA
1. Start off with something simple, and kind of fun in my opinion. Scrub down the truck, and give it a good wax. This is for more than just looks. For those of us in the rust belt, salt coats the underside of the truck, accelerating the formation of rust wherever it touches. Ideally, you have already washed it a couple of times over winter. If not, get the hose out and completely spray the underside of the truck, with special attention to the wheel wells. After washing the truck, apply a good wax, any brand will do. This will help further protect your paint not only from rust, but also cracking clear coat due to intense sunlight.
2. Next is tire pressure. I am sure that you had to check it on multiple occasions over the winter. We know that with every 10 degree drop in temperature, we lose 1 pound of pressure. You may have to add a good 7-10 psi over the course of the winter depending on how cold the season was. Over filled tires have excessive and uneven wear, with most of the wear occurring in the center of the tread pattern. The only time you would want to have the tires over filled is under very heavy load conditions, like pulling a heavy camper. Many trucks spec a 20 psi difference between front and back because the rear tires can see extra stress while pulling a trailer. Always reference your owner’s manual for proper pressure specs.
3. Speaking of pulling a trailer, 15 thousand pounds is hard on your braking system, even with trailer brakes. A brake inspection will tell you the overall health of the braking system. Pull the wheels and look at the brake linings, any lining 2 mm or less needs to be replaced; it is important to know that the thinner the brake pads get, the faster they wear. All the pads on the same axle should be within 2 mm thickness of each other. Front brakes do 70% of the work, and the rears do the other 30%, so it is easy to imagine that front pads wear faster than rears. Always replace pads on both sides of the truck at the same time.
4. Check your antifreeze, a bad oil cooler can cause all kinds of problems when antifreeze gets into the oil. Oil coolers start leaking when antifreeze has started to corrode the cooler by turning acidic. Get some test strips online and confirm the ph is above 7 and the nitrite level is in specification. Most test strips can also tell you the ethylene glycol concentration which will ensure you have boil over protection for the hot summer months.
5. Drain the water separator on your truck. Many injector problems can be traced back to water in the fuel. A separator is designed to catch water, but once its full or near full water can pass on to the fuel injection system. Water can cause all sorts of problems like damage from loss of lubrication to cracked injector tips.
6. Lastly, clean out your entire fuel system with Diesel Extreme injector cleaner. Internal injector deposits can rob power over time by throwing injection timing off. A person doesn’t notice because it is gradual, but when its restored the results can be dramatic. In addition, injector noise is usually reduced because of the increased lubricity.
Whether you use your diesel for work or play, we hope these tips benefit our readers. Comment below, to let us know topics you would like us to cover in the future!