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When one tax is eliminated, it’s replaced with a different one. The only solution is to reduce spending. And we know that will never happen.

The “Motor Oil Geek” made a video on fuel chemistry and how it affects engine wear. From my observations with lpg I knew that his findings had merit and should be investigated.

It makes sense then to keep the load high in industrial applications to produce enough heat to avoid valve seat recession. I owned several LPG fuelled vehicles between 1987 and 2007. Your 2,800 hour valve lash check would equate to over 100,000 miles over the road. The engines that lasted...

The retractable steps are an option on the Denali, SLT and AT-4 trims. L5P 6.6L with the 10 speed in the HDs with all the emission equipment, maybe for the last year if the Transportation Freedom Act and CRAs go through.

Same goes for California irrigation pumps running on the cng grid. Every thing from 225 slant 6’s to 454 bbc’s operating around 2,500 to 3,000 rpm all day and night. Typically rebuilt with 9.5-10:1 compression, hard valve seats and a little extra top ring gap.

Not for millennials. You don’t have to take the Sirus radio subscription just because it’s on the window sticker. The AC fee and tire levy are federal environment tax and disposal fees. No luxury tax on 3500s. New for 2025 are 235/80R18 tires.

I think that you should look for an oil with a higher ash content to guard against valve seat recession. Delo 400 SAE 30 or 40 at 1.5 will do.

Maybe switch to the longer #3600. If there’s enough room for a PH8A, use that.

Not all CK-4 oils pass the F1 Ford specifications, which includes a minimum phosphorus level that not all CK-4s have. CH-4 for 1998 and newer engines is the oldest API diesel classification that is current. CG-4, CFs and older are all obsolete specifications, but may be displayed on a label...

A3/B4 is applicable to high speed diesel engines in light trucks and cars. SA is 1.0 to 1.6 and minimum TBN is 10. I wouldn’t hesitate using an a3/b4 engine oil in my 2011LML or 2018 L5P Duramax. The oil in topic is currently in my John Deere x320 and my son’s 2013 5.3L SLT. Diesel engines are...

Especially since the EGR valve fell off. I’ve been sitting on my hands for two days waiting for someone to post the correct answer.

You don’t need to pay an exorbitant price for an exotic engine oil when Delo 400 SAE 40 will work just as well or better for $3.50 a quart. And no, it won’t foam up like beer.

I’m still not drinking the Kool Aid, especially if based on an engine oil cost per mile. I’d rather change the oil more often than drag the oil change interval out trying to get my money’s worth out of a much more expensive product. Nevertheless, next year new trucks may not have emission...

The above is almost identical to the Petro-Canada Duron additive package which is printed in several languages on a tear-off booklet on the side of their pails and jugs. A little digging into the chemicals listed suggests it’s a Lubrizol add-pack. The new Chevron product is likely Oronite...

www.usedoilrecycling.com

Just leave the used oil in a shopping cart at Walmart or Canadian Tire. Works for tires too.

Chevron Salesfax digest says BN 8.0 for both. Maybe someone can post the link. I’m driving with one hand and texting with the other.

I finally gave up on that echo chamber. I have a hankering the Kirkland Delo is their “synthetic technology”, a group two and three blend. Delo 400 15w40 XLE SB 40C 110 100C 14.9 HTHS 4.2 P .11 Zn .12 CK-4/SN and meets Ford’s WSS-M2C171-F1 for the 6.7 Diesel Ursa Super Plus 15W40 is pretty...

That’s part of the licensing process. Oil blenders send in samples of lubricants and fluids for API approval and some get rejected. No tickee, no laundry. The API doesn’t go around buying products off store shelves for testing. PQiA does that.

Owners manual says 10W30. Delvac 1300 meets CK-4/SP. 40C 80 100C 12 150C 3.6 10W30 M-1 is an option and what my son put in his 25 with the jet drive.