Stiction Eliminator is for GAS vehicles too!

For a long time, STICTION ELIMINATOR has been a problem-solving oil additive for the diesel industry, and if you’re reading this, you have most likely heard or experienced firsthand the difference it makes inside a diesel engine. Surprisingly, STICTION ELIMINATOR works just as well in gasoline engines, and we are beginning to hear miracle stories on a regular basis. It is true that the oil of a diesel engine becomes much dirtier than that of a gas engine, but that does not mean oil alone is enough to protect your gas engine from damage and wear over the years. Stiction knows no limits and is just as damaging inside your gas engine as it is inside your diesel engine.

Oil is oil, and the life cycle of stiction remains the same across them all. And with today’s modern engines operating at even higher temperatures, oil coking or stiction is even more of a problem. Modern day engine crankcase temperatures heat and vaporize the light ends of the engine oil creating oil vapors and mists. These vapors and oil mists in the crankcase are sucked out of the crankcase via the positive crankcase ventilation system and are re-directed into the intake system of the engine to be burned off. We may recognize this as burning engine oil. However much of these vapors and mists adhere to the inside of the intake manifold and wind up as deposits on the intake valves. Many times, these deposits can lead to drivability issues, performance and fuel economy losses.

The scary thing about stiction is that it is the “silent killer” of engine performance and can be difficult to detect. And once it’s there, it’s not just going to drain out at your next oil change. Stiction forms and attaches to the internal components of the engine so even changing your oil doesn’t solve the issue unless you take specific action to scrub it free. We see this all the time with customers who have recently bought used cars. Even those considered to be in “Excellent condition” often have some percentage of stiction that you can’t see before you drive it away but will be robbing you of fuel economy and slowly damaging the engine.

So how do you know if you have stiction in any of your gas vehicles? Take what’s left in that bottle of STICTION ELIMINATOR off your shelf in your garage and treat the oil of your gas motors. Watch your fuel economy increase, listen to your motor quiet down, and feel the power start to restore itself back to the way it used to be the same way it did in your diesel. That’s how you know if you HAD stiction.

Originally published in LSI Innovation Magazine – Issue 108

From the Lab: Frantz Filter

Oil filtration in retrospect seems to be old “as the hills” technology in the automotive industry. Many don’t think twice when changing their oil and adding a new OEM filter. It’s just part of the process of maintaining your vehicle. That is the status quo in the industry. Many have overlooked what an oil bypass filter system can do. Numerous particles smaller than 15 microns regularly make it through OEM filters and slowly damage your engine. A bypass filter is the only way to filter out damaging particles smaller than 15 microns.

Why Having a Bypass Filter Matters
Your engine is designed to last 1 million miles. By not using a bypass filter you’re putting an early expiration date on your engine. The smaller particles making it through your OEM filter are similar to wind blowing sand over an object. Eventually the sand begins to damage the object it’s blowing against. The object with sand being blown against it will wear out much faster than the same object with no sand being blown against it. The Frantz Bypass Filter system is specifically designed to meet rigorous filtration specifications which maximizes the life of your engine.

Frantz Filters Transformation
The entire Frantz Bypass Filter system was redesigned by LSI Scientists when the brand was acquired in 2014. One of the major redesigns was the filter media. Older Frantz Bypass Filter Systems literally used a roll of toilet paper. While the roll of toilet paper filters quite well, the media needed to be upgraded. After months of tests, two different types of filter media were introduced. The first media is the cellulose media, a tightly wound paper-like media that filters out water and antifreeze that may have gotten into your oil. The other media is a synthetic media that has been created through a melt-blown process. This synthetic filter lasts 2-3 times longer than the standard cellulose filter. The Frantz filter synthetic media is the only filter media of its kind in the industry. Results Matter The chart shown, is a result of a 3rd party oil analysis conducted by Blackstone Laboratories. These numbers come from a 6.0 L Powerstroke F-350 with over 215,000 miles. The initial sample was drawn from the dirty motor oil, that had been run for 4,711 miles. Close to its next scheduled oil change. The test results revealed 41,182 contaminating particles at 2 microns just in this small sample. The next sample was drawn from the same dirty oil (without being changed) after adding a Frantz Filter for just 200 miles. This test revealed just 1,641 contaminating particles at 2 microns. That’s an astounding 96% decrease in contamination after just 200 miles! The final sample was taken from brand new Shell Rotella Motor Oil, which revealed 1,818 contaminating particles at 2 microns. So when comparing the analysis of running dirty oil through the Frantz Filter for 200 miles to the analysis of brand new oil, it is evident that the Frantz Filter keeps your oil analytically cleaner than brand new oil.

Originally published in LSI Innovation Magazine – Issue 104

How To Read Oil Viscosity

You’ve probably been in an auto parts store and have been overwhelmed with all the brands, blends and viscosities that engine oil comes in. 5w-40, 10w-30, SAE 30, what does it all mean? This article will focus on how to read oil viscosity.

First off, what is viscosity?
Viscosity is the state of being thick, sticky, and semi-fluid in consistency. It’s the extent to which a fluid resists a tendency to flow. For example, maple syrup (high viscosity) is more viscous than water (low viscosity). This can be seen by pouring both out of a cup; the syrup is more viscous and will pour out more slowly than the water.

When talking about engine oil, viscosity refers to the resistance to flow and shear. Oil viscosity also determines how easily oil is pumped to the engine internals, how easily it will pass through the oil filter, and how quickly oil will drain back to the engine oil pan.

Where did these numbers come from?
The Society of Automotive Engineers (SAE) established this numerical system to measure engine oil by its viscosity characteristics.

How do you read viscosity?
The first half typically includes a number and the letter “W”. This “W” stands for “Winter”. The number in front of the “W” refers to the oil’s cold weather viscosity. The lower the number, the less viscous (runnier) that oil is at low temperatures. A 5W- engine oil will flow better at lower temperatures than a 15W- oil.
The second, higher number refers to hot weather viscosity; or how viscous the engine oil is at hot temperatures (operating temperature). The higher the number, the thicker the engine oil will be in high temperatures.

Why do some oils only have one weight listed?
On a multigrade oil you will see two numbers specifying viscosity, I.E.: 10w-30
Monograde or straight weight oil contains only one specification I.E.: SAE 30

Please note: If your owner’s manual calls for a multigrade oil, monograde oils are never recommended. Most monograde oils are used by small seasonal engines or older vehicles before multigrades were produced.

Other common questions:

What is TBN?
TBN stands for Total Base Number. TBN is a measure of how much active detergent and dispersive additive is left in your engine’s oil, this number is determined by an oil analysis.

What is API?
API stands for the American Petroleum Institute, which is the leading US trade association for the oil and natural gas industries. API helps to set standards for production, refinement, and distribution of petroleum products.

Tips for Improving Your Diesel’s Cold Starts

truck in winter
It’s no secret that diesels can be hard to start when the temperatures drop. Here are a few tips to help make sure your truck starts when you need it to:

  • Block Heater – It’s hard to find a diesel truck without one of these installed, but almost everyone has forgotten to plug their truck in overnight at least once. To save time and electricity, consider putting the block heater on an electrical timer so it automatically turns on a couple of hours before you plan to start the engine.
  • Diesel Winter Anti-Gel – Diesel fuel contains wax paraffins, which start to solidify when the temperature drops. Depending on each individual fuel station and type of diesel fuel, typically at 32 degrees, the wax in the fuel will crystallize and leave the fuel tank clouded. At 10-18 degrees, the paraffins can start to gel and clog the tank and fuel filters. Hot Shot’s Secret Diesel Winter Anti-Gel reduces the pour point of fuel to -65 degrees and prevents diesel fuel gelling in #1, #2, and blends of Biodiesel up to B20.
  • Check the Owner’s Manual – Many manufacturers will have a specific set of instructions for your engine in the event of severe cold weather. Whether it tells you to cycle the manifold heater 2-3 times, or that the transmission shift range will be changed or maybe you’re not familiar with the low traction system, the owner’s manual is worth referring to.
  • Maintenance – If you’re having issues in cold weather, check FICM voltage, inspect glow plug relay and wiring, and have your battery/batteries tested. You can also prevent issues by replacing your fuel filter as recommended in the owner’s manual, making the switch to a quality synthetic engine oil and keeping your fuel and oil system clean and protected with Stiction Eliminator every third oil change and Diesel Extreme every 6 months.
  • Battery – If you can tell your truck is going to be difficult to start just by looking outside, or your batteries are getting close to their life expectancy, or you know you’re truck will sit outside in the elements for an extended period of time, pulling the battery and storing it in a temperature controlled setting to warm it up is a great idea. This sounds like a hassle, but if you need to jump start a battery that’s been sitting in sub zero temperatures you run the risk of cracking or even exploding the battery! Next time you shop for batteries check out the warranty periods and ask which ones offer free replacement.
  • After Start Up – Allowing the engine to warm up a few minutes before putting the engine under load is a great habit. Proper operating temperature provides optimal fuel combustion and may prevent damage to engine parts, especially if you’re hauling or towing. Not to mention the engine oil will flow more readily when it’s warmed up providing protection to the rest of the engine.

Hot Shot’s Secret not just for Powerstrokes?

Due to our flagship product being formulated for Navistar and Ford back in 2007, many diesel owners believe our products are only intended for and effective on Powerstroke engines. On top of that, people assume our products only benefit HEUI injector equipped 6.0L’s and 7.3L’s. That’s not the case. Below is a customer review submitted to us:

“I have a 2007.5 Chevy Silverado 3500 diesel dually, 75,000 Mi. I was towing a trailer about 10,000 LBS from Las Vegas to Ohio. About 60 west of Amarillo Tx. lost power and the computer warning said “engine power reduced to half”, at my last fill up I noticed that there was 68% fuel filter life remaining. When the warning came on and the power was cut my fuel filter life dropped to zero. Standing on the accelerator I was able to get 50 MPH and make it to Amarillo where I took the truck to the Chevy dealer. They ran some tests and said that I needed all new fuel injectors at $980.00 ea. Plus labor to the tune of over $10,000.00.
Without the trailer the truck ran ok, so I told Chevy no thanks I’ll take the truck home and deal with it. The truck was noisy and the turbo sounded like a vacuum cleaner but I made it home.
Watching your videos on line and reading about Hot Shot Secret I decided to give it a try. I put in the Stiction Eliminator and the Diesel Extreme and took the truck for a ride. I don’t know what you guys put in the stuff but within 20 minutes of rolling on the expressway things got better fast. More power, less valve noise, and no turbo noise. The diesel sounds and runs like it did when it was new. I will keep using your products as directed for all my vehicles. I will recommend Hot Shot Secret to everyone, Great Stuff. Thank you so much for creating your product.”
-Chick S.

So how did Stiction Eliminator and Diesel Extreme save this Duramax owner an estimated $10,000?

Diagnostic codes related to injector or turbo performance are often caused by debris clogging the injector’s spool valve or the turbo bearing. Reduced power messages can also arise from these issues, as well as physical or mechanical part failures (TPS, air or fuel filter, etc.). Stiction Eliminator in the oil system will clean the cam, lifters, oil pump and turbo bearing. Diesel Extreme removes deposits inside of injectors, lubricates the fuel pump and injectors, boosts ignition efficiency and improves combustion. Poor quality fuel and build up in the fuel or oil system can all contribute to loss of power or cause a vehicle’s computer to display a code. An injector may have burnt fuel or dirt partially clogging its nozzle and preventing proper spray resulting in a misfire or code. Burnt oil and deposits in the engine will create more friction resulting in increased wear and temperatures, factor in the extra stress from towing and your diesel won’t be happy.

Whether you have mechanical, HEUI, or common rail injectors, Hot Shot’s Secret can help. Stiction Eliminator will remove the stiction and burnt oil build up on the outside of the injector in HEUI equipped engines, but also cleans everywhere that oil touches in all gas and diesel engines. Diesel Extreme will clean the entire fuel system of all diesels. If Hot Shot’s Secret does not fix your problem, then you get your money back; even if you’re suffering from a mechanical issue.

Diesel Smoking

Reading Smoke, What Your Exhaust’s Smoke Means

We’ve all seen (or have caused); thick, black smoke come from the exhaust of a diesel. It’s some guy’s favorite part of owning a diesel in fact. Let’s talk about the different colors of exhaust smoke, their causes and solutions.

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 tell tale signs that you are burning oil. Do not rely on the oil light to remind yourself to add oil as for most cars this light simply means “shut the engine off immediately”. Common issues include piston rings, valve seals, PCV valves, injector o-rings, turbo seals or the turbo itself; depending on the vehicle.

Besides jumping into an engine rebuild, many owners try to narrow the cause down by starting at the lowest cost and working upwards. Stiction Eliminator is a smart place to start. It helps remove the built up coked and varnished oil and soot, prevents future coking, helping the rings and seals do their job, which in turn restores compression. The cleaning of the turbo, camshaft and other internals that oil comes in contact with reduces friction in the engine, helping to lower engine operating temperatures and making the engine run more efficiently and smoother. Stiction Eliminator belongs first on the list due to its money back guarantee and ease of installation. Next, many auto parts stores offer compression test units for rent, and you receive your money back when you return the tool. It’s a straight forward test for the backyard mechanic, and can help show the condition of your engine. PCV valves are usually the next cheapest, these can go bad and suck oil into the intake, depending on the vehicle. Consult your mechanic if unsure on your next step, many manufacturers have an acceptable amount of oil that might be burnt during normal operation as the vehicle ages.

White. This is usually the last color of smoke you want to see, particularly on gas cars. If the smoke is thin, and goes away relatively quickly, than 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 quality fuel. Diesel Extreme is the go to solution for this color smoke since it attacks many of these issues. By improving the fuel’s cetane, fuel can ignite properly at a more desirable temperature once it enters the combustion chamber. Diesel Extreme contains powerful detergents and dispersants to removes water, bacteria and break down sludge, completely cleaning your entire fuel system, from the tank to the injectors. Another fix might include adding an automatic pre-heater, or unfortunately the entire replacement of your engine depending on the issue.

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. Incorrect timing or air/fuel ratio, dirty injectors or common rail injectors staying open for too long (too much fuel), a worn turbocharger, dirty intake manifold or clogged air cleaner, low cylinder compression, poor quality fuel, or excessive carbon built up in combustion chamber can all be culprits.

Stiction Eliminator is a great place to start when trying to get rid of black smoke. It will make sure the turbo internals, camshaft, and HEUI injectors are cleaned and lubricated. Stiction Eliminator helps restore compression to ensure that the combustion chamber is in optimum performance. For other situations a dose of Diesel Extreme might be what you need to clean out those injectors coked with burnt fuel and get them firing like new. Replacing your air filter, checking the intake manifold out, or fiddling with your aftermarket tuner might be the answer. If you are not sure what you are doing when adjusting your air/fuel ratio, don’t be afraid to ask a professional. Running rich (too much fuel) is always better than running lean (not enough fuel). A lean air/fuel ratio can damage an engine in a short amount of time.

Why you should be carrying and selling a ton of Everyday Diesel Treatment.

It says it right in the name “Everyday” Diesel Treatment. This is a product that has potential to move off the shelves all year long and fast! Your advantage is diesel trucks disadvantage…. Ultra-Low Sulfur Fuel (ULSF). Ultra-Low Sulfur Fuel is extremely inconstant from fuel station to fuel station. ULSF is extremely dry, the lack of lubricant in the fuel over time damages the fuel system of the truck. EDT is a high quality fuel additive that lubricates the ULSF and has chemical agents that make the worst quality diesel fuel into a premium fuel. It even adds a cetane boost. These benefits combine to not only protect a truck from the dangers of ULSF, but also improve the efficiency of the truck, improving fuel mileage.

Once your customers use EDT and see the benefits they’ll be back time and time again. We recommend your customers clean out their entire fuel system with a treatment of Diesel Extreme before using Everyday Diesel Treatment. Another advantage to selling EDT is that no major retailer carries EDT. This allows you to carry something the other guys don’t have. As long as Ultra-Low Sulfur Fuel is around there will be a need for EDT. Most diesel owners are unaware of the damages caused by ULSF, once you make them aware and they experience the benefits of EDT first hand they’ll be back on a regular basis. They won’t want to fill up without it!

What sets Hot Shot’s Secret apart from the competition? Our stuff works. EDT, in every case we’ve observed, has raised an engine’s MPG enough to completely pay for itself. We had a customer use EDT in a CAT 3406b for 3 consecutive months, his MPG went from an average of 4.95 to 6.28 MPG. That’s a 26% increase! EDT costs 2 cents per treated gallon, with most users seeing bumps of 3-7% in their MPG, your customer’s won’t be just saving money, they’ll be making money! Look over at the additive shelf, if you don’t have a bottle of EDT or a running low, now’s the time to stock up on EDT. Fuel prices are on the rise, customer’s will be coming in asking for it, don’t let them leave empty handed.

Ultra-Low Sulfur Fuel: Public Enemy #1

Ever since the EPA mandated that all highway diesel fuel vehicles must use Ultra-Low Sulfur Fuel (ULSF) there have been problems. Diesel engines need to be lubricated on the fuel side, from the fuel tank to the injectors. ULSF is very dry, it does not provide the lubrication High Sulfur Fuel used to provide. Many Fleet Managers will tell you that an additive must be used with ULSF if you want your truck to be performing like it was designed to. Another common issue caused by ULSF is corrosion. All the metal parts touched by ULSF will eventually corrode, this is caused by the aggressive chemicals put into the ULSF.

To combat the problems caused by Ultra-Low Sulfur Fuel, diesel fuels need to be treated with an additive designed to lubricate and protect the entire fuel system. Only a few additives on the market are designed to do both. Hot Shot’s Secret has designed a fuel additive for everyday use. Everyday Diesel Treatment was designed to combat the inconsistencies in ULSF and prevent damage caused by ULSF and the lack of lubricating properties. Everyday Diesel Treatment provides a cetane boost, lubricating agents, and also protects the fuel system from corrosion caused by ULSF and as the name applies, it’s safe to use every day. EDT is another example of how Lubrication Specialties finds a problem in the diesel industry, then provides the solution for that problem.

Do your employees know what they’re talking about?

That’s probably a question you’ve asked yourself from time to time. Product knowledge is key to selling a product. It would be hard for even the best salesperson to sell something they knew absolutely nothing about. Our most successful dealers train their employees on the products. We asked one of our most successful dealers Jay Sharbono about product knowledge and he couldn’t agree with us more! “Learn the product! All of my employees know about the products and if they don’t have the exact answer the manager will. Knowledge is king” Jay says.

Lucky for you we’ve created lessons on each of our products that your employees can take right from their smartphone! That’s not all, once your employees complete the lessons they’ll be rewarded with a spiff program where they can earn up to $1 for every bottle sold. You can sign yourself and employees up for our product training program by calling your Account Executive and letting them know you are interested in signing up for the Hot Shot’s Secret Product Training Program.

Sign up for training today by calling 1-800-341-6516 or email us at


Chris Gabrelcik Interview – Fuel Additives, Do New Engines Need Them?

Today’s fuel systems run with little margin for error, shooting fuel at a high-pressure through a very small space. With such tight tolerance it doesn’t take much to block or restrict a fuel injector. Without proper treatment and cleaning of the injectors, they will continue to clog up and cause your truck to perform poorly. Another common problem with the today’s fuel systems is where the fuel lines run throughout the vehicle. The fuel lines run up, down, and side to side throughout modern vehicles, creating low points where water sits when the vehicles are not running. Over time, the moisture in the fuel rusts and corrodes these low points in the lines to the extent that they become weak areas which easily break.

Additives need to evolve with the industry. Most additives today are designed for older engines, and are not designed for the problems today’s engines face. Today’s additives need a moisture dispersant to combat the moisture problem and a rust and corrosion inhibitor to protect metal in the fuel system. Cleaning today’s engines with yesterday’s additives is like trying to clean an oil brush with water. A fuel additive should do two things: 1.) Chemically affect the fuel 2.) Mechanically affect the engine. Hot Shot’s Secret Diesel Extreme mostly affects the mechanical side of the engine, but still affects the chemical side of the fuel, something only the best additives are able to accomplish. Diesel Extreme cleans Internal Diesel Injector Deposits (IDIDs) from your fuel injectors, cleaning the fuel lines, and coating the tank with a rust and corrosion inhibitor. Everyday Diesel Treatment is designed to chemically alter the fuel, making diesel fuel “premium” diesel fuel. Everyday Diesel Treatment will also provide a much needed lubricant to the dry fuel that comes from the refineries. Ultra-Low Sulfur Fuel does not have the lubricity that fuels need in today’s engines. Everyday Diesel Treatment provides that needed lubricity and added cetane boost to the fuel.

There are many misconceptions of fuel additives. Many consumers think all fuel additives are the same, while in reality they are not. There is a huge difference between the inexpensive additives and premium additives. Additives are like anything else you buy: you get what you pay for. It’s important to choose an additive that was designed for modern engines and today’s fuels.


Symptoms of a Worn Injector

injector-cutaway3L2Sometimes it’s hard to notice when an injector or multiple injectors start to go bad in your engine. Often you don’t know something is wrong until it is too late. There are a few things you can keep on the lookout for regarding a worn injector. If you’re having engine stuttering, hesitation, or stumbling that could be a sign you’re not getting the proper air/fuel mixture which impedes the combustion process. If you’re not getting the fuel mileage you used to get, that could be caused by failing injectors because your engine will need to burn more fuel to achieve the desired performance. Another symptom you may notice is rough idling or even engine stalling.

Injector wear can be directly related to varnish or Stiction. This is a burnt oil residue that sticks and clings to the moving parts in your engine and eventually can cause them to fail. Injector wear can cause a multitude of problems for your truck; to fix or even prevent these problems you need to clean your injectors. Hot Shot’s Secret Stiction Eliminator was specifically designed to clean fuel injectors of Stiction, and has found through research and testing that 9 in 10 injectors are “failing” from cases of Stiction, and after a treatment of our products are brought back to excellent working condition. So at the end of the day you’re left with some choices, wait until the injector is worn out and replace it, or treat and prevent the worn out injector by using Hot Shot’s Secret Stiction Eliminator with your next oil change.

The Advantage of a Cold Start on your Diesel

Article 3 of a 3 part series.

Temperatures below the freezing mark make your diesel harder to start.  That’s not a surprise however it is much more complex than you might think.  Consider this…the ambient air temperature and air pressure decrease your battery power and increase oil viscosity which can lead to increased engine friction.   This also impacts starter speed and compression ratio.  Combine these circumstances with the efficiency of the injectors, your fuel cetane and fuel fluidity which leads to a higher torque demand on the engine and a lower starting speed.  This complex series of events may or may not lead to a successful ignition and start.

One of the advantages of cold weather is that it reveals weaknesses that your engine was experiencing during warm weather but the symptoms weren’t dramatic enough to notice.  Most often, those symptoms are lower MPG that directly impacted your wallet.

For example, when the temperature is above 40 degrees your diesel’s engine oil is thin and runny.  If the injectors are not firing at maximum efficiency due to stiction (sticky, gummy residue left by burnt oil) your engine may still start without hesitation even though stiction is negatively impacting MPG.

The first time it gets below 40 degrees the engine oil starts to thicken and gets gummy.  That injector with barely noticeable stiction now is experiencing increased hesitation.  The diesel becomes hard to start.  It shakes.  It rocks.  It doesn’t want to settle down. You pull out and there is no throttle response. No giddyup.  It takes 15 minutes to get up to 50 MPH.

The good news is that you very likely just diagnosed a stiction problem which can be quickly and easily resolved with one treatment of Hot Shot’s Secret Stiction Eliminator.  Add it with your oil change and give it 500 miles to work through the oil system.  Your smoke output may increase slightly during this period as the stiction is being removed and expelled via the exhaust.

Chris Gabrelcik is certified with STLE as a CLS and OMA.  He personally developed and tested a product designed to remove stiction called Hot Shot’s Secret Stiction Eliminator.