KLZ 560 AM DENVER'S CONSERVATIVE HOME STATION
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Are you guilty of skipping your vehicle’s regular maintenance check-ups? In today’s episode, our hosts and expert guests discuss the often overlooked yet crucial aspects of car care, focusing on diesel engines. Discover why cleaning the cooling stack and adhering to consistent oil change schedules are paramount for prolonged vehicle health. Our experts also touch on the marketing tactics employed by car manufacturers and dealerships and how these affect your maintenance schedules. This episode is a must-listen for anyone looking to extend the lifespan of their vehicle and ensure optimal performance.
SPEAKER 17 :
It’s 106 miles to Chicago. We’ve got a full tank of gas. It’s dark, and we’re wearing sunglasses.
SPEAKER 12 :
Hit it. What a lady of blessed acceleration. Don’t fail me now.
SPEAKER 07 :
It’s time for Drive Radio, presented by Colorado’s select auto care centers.
SPEAKER 03 :
Bop-a-da-bop!
SPEAKER 07 :
Whether you need help diagnosing a problem. I want to ask you a bunch of questions, and I want to have them answered immediately. Or just want to learn about all things automotive.
SPEAKER 12 :
Hey, how exactly does a positrack rear end on a Plymouth work?
SPEAKER 07 :
It just does. Then you’ve come to the right place. So start your engines, buckle up, and get ready to ride. Drive Radio starts now on KLZ 560 The Source.
SPEAKER 05 :
All right. Drive Radio, KLZ 560. Thanks for joining us today, by the way. Live program, March the 1st. The year is rolling by. Myself, Josh Goff from Legacy Automotive up in Boulder. Actually, Boulder, Longmont, and Fort Collins, as well as Ridgeline Auto Brokers. and multiple locations to serve you on that. So good morning, Josh. Good morning. Thank you very much. And then, of course, Roy Anditsa from ProTech Auto Shield up in Wheat Ridge. Good morning, guys.
SPEAKER 11 :
Good morning.
SPEAKER 05 :
Make it out okay? It’s a beautiful day. Yeah, beautiful day. Yeah, it’s really nice, actually. Yeah. Thank you all for being here today. It’s super nice outside. So for those of you that are listening on Sunday as well, they’ll be on the replay. Very nice day Sunday coming up as well. Super nice day today on Saturday. Larry Unger, of course, answering our calls today. Charlie Grimes, our engineer. Lines are open 303-477-5600, 303-477-5600. We’ll talk a lot today about… Everything from used cars, new cars, how to buy, what to do, all of that. We’ll get that from Josh on the PPF and making sure you’ve got your paint protection, window tint, what to do if you’re dragging that classic car out here in a month or so. We’ll get into some of that today with Roy and Dietz as well. Before we do that, though, Josh, got an email that said, hey, if you guys have time, I thought we’d just start with this. Can you discuss on your show regarding what a cooling stack cleaning is and why that’s important to do on a lot of the diesels that are out there? So in other words, the intercooler and the stack that’s in between, you say cooling stack, you know, from condenser to intercooler to the radiator itself. Why is it important to service that and clean that on a routine basis?
SPEAKER 20 :
Well, because most of the time they build up. So usually the inner cooler, the transmission cooler is your first thing out there. And it catches bugs and leaves and all that.
SPEAKER 05 :
I have a picture I’ll show everybody. Oh, yeah.
SPEAKER 20 :
And that’s what we see, especially this time of year, we don’t have too many issues with it. Right. When summertime rolls around and people – Cotton and the junk. Oh, yeah, the cottonwood trees. And all of a sudden, they’re going to put their fifth wheel with the boat behind it and head up to the Eisenhower Tunnel at 85 miles an hour. That’s when these things start overheating. Which is happening in a couple of months.
SPEAKER 05 :
Yeah, it is, real soon.
SPEAKER 20 :
So what happens is between – so in the whole stack. So it’s usually like a transmission cooler, then a condenser, then an intercooler, and then a radiator. Right. Well, there’s a gap between all of those. Has to be. And that’s where all of them… They’re not butted up to one another. No, they can’t. Yeah, they need to still flow through each other. That’s right. So between there, we build up all the detritus from the leaves and the cottonwood trees and the dead mice and everything else goes in there.
SPEAKER 05 :
Make sure that we’re clear on the description that for all of you that haven’t had these apart, it’s not like they put any kind of a weather stripping around the outsides. I mean, you want… air flowing through and around those at all times so a like josh just said they’re not butted up to one another i mean there’s going to be probably three quarters of an inch or so gap between each one of those sometimes as much of an inch sometimes a half an inch but there’s a gap there uh second of all they’re not weather stripped in we don’t want that because we want air flowing everywhere and all the weather stripping and see so those of you listening you would think Well, I’ll just seal that up. No, no, no, don’t do that either. Now you’re making it all worse, so you don’t want to seal any of that. But the point is, because it’s not sealed, to your point, Josh, junk gets inside there.
SPEAKER 20 :
It does. We have baffling to kind of guide the air, but it moves because it needs to be able to move. So stuff gets between there, and this time of year you won’t notice it. But I guarantee as soon as summer comes and the trucks start working harder— It happens. And it’s always the weird overheat. You know, everybody goes and, well, they check the thermostat and they check the fan and they check this and that. And the second you get a tech who knows, we pull, there’s a big cover over the top and we can usually see through all three of them. And you’ll see all that stuff built in there. And I have all kinds of different cleaning devices. I have a wand that shoots air through it to clean them all out. And you just sit there and you blow them out for about an hour and wash them off and problem solved. How often should somebody be doing that? Well, right now, as soon as it starts to get warm, I would have that done because it’s built up all the stuff from the winter. Okay. And then it depends on what kind of roads you are in the summer. I was going to say that. It depends on how you’re using that vehicle and where you live. Exactly. So, you know, some people, if they’re out every weekend on dirt roads hauling a lot of weight, you know, they need to do it pretty much every oil change or even between oil changes. Okay.
SPEAKER 05 :
If you’re a farmer during harvest, probably right after harvest is done, you should be doing that because you’re going to suck a lot of things up in there that you don’t. And most of you guys that are farmers, you know what I mean. But some of you that might be hobby farmers, maybe you’re out and you’re just observing or you’ve decided you’re going to cut your own hay this time around and do some things along those lines where you’ve never really done this before for a living, quote, unquote. You’re a prime candidate as well.
SPEAKER 20 :
Yeah, very much so. All those corn husks and soybeans and everything.
SPEAKER 05 :
If you think of what’s floating around the air, and the way you have to think about that is the fan mechanism on the front of any vehicle. And, by the way, diesels are going to pull a lot more air through than even a regular gas engine, but even those can be affected by it. The difference between a gas engine, though, even a gas engine truck versus a diesel is you don’t have an air cooler. You don’t have that one big extra piece of gas. cooling device that’s in there that’s keeping the air charge cool going into the engine itself, you know, going into the air intake itself. So it’s a little different apparatus. And because of that, they’re not pulling as much air through. In other words, the diesel truck is going to create more of a quote-unquote vacuum and pulling more into itself than what you’re going to find in a lot of other vehicles. Is that a good way to say that?
SPEAKER 20 :
Yeah, it’s pulling a lot of air.
SPEAKER 05 :
A lot more air coming through it. All the time. So it’s not just going down the road air movement because, by the way, we want air moving at all times even when you’re sitting still. So it’s going to this where you can hear fan clutches engage and disengage and so on, and they’re doing that to keep that temperature regulated. But, yeah, you’ll have air movement even going 15 miles an hour.
SPEAKER 20 :
Especially because you still have all that load, but you don’t have the actual flow of air coming from down the road.
SPEAKER 05 :
Correct. So for those of you listening, and Ryan was the emailer on that. Ryan, thank you for asking that. I’m not sure. I had to go back and look. I don’t think that’s a particular topic we’ve ever really covered and even talked about it being a maintenance item. But for a lot of you, that should – because this is the other question is how often should you do that? And I think we just said it depends on you, your truck, and what you’re doing. But if you’re using that thing at all, I would say that’s an annual service.
SPEAKER 20 :
Yep, it should be. And, you know, it also involves an inspection because all the condenser, who’s usually number one out there, sometimes there’s a transmission cooler or a power steering cooler out there, they get beat up pretty bad. And you can actually have low flow because all the fins are bent and broke on that condenser too.
SPEAKER 05 :
Great point.
SPEAKER 20 :
And that’s part of it. You know, when we do it, it’s not just cleaning it, but looking at all the fins on everything to make sure there’s actual, even once it’s clean, we have the ability for flow.
SPEAKER 05 :
Because if no air is moving, we’re going to have problems. Yeah, you’re going to have a lot of trouble. And for those of you with diesels, that could be everything from engine temperature, how the vehicle is running, because if the intercooler is blocked, that’s affecting the air charge. All sorts of things can happen with that. But there is, to my knowledge, and this is, again, one of the things you’ve got to be careful of, don’t just take that top cover off, run to your local car wash, and spray down there with a power washer either. You’re now likely to bend fins and do all sorts of other damage when it’s all said and done. So this is one of those things where if you’ve never done it, have somebody do it for you.
SPEAKER 20 :
And you will. As cheap as the condensers have gotten over the last few years, you will destroy that condenser with a high pressure.
SPEAKER 05 :
Why are they so flimsy now?
SPEAKER 20 :
I think they’re trying to save weight. I don’t know. So they just made them super light. Yeah, they’re just…
SPEAKER 05 :
You almost blow on one and bend a fin. I’m not exaggerating either. I mean, they’re that flimsy.
SPEAKER 20 :
And they get so scary to install because they’re just so thin.
SPEAKER 05 :
You’re afraid to even touch one.
SPEAKER 20 :
Yeah. You’re afraid just jamming it down in there and tightening it up, you’re going to break it.
SPEAKER 05 :
Correct. Correct. So, again, for those of you listening, Ryan, by the way, thank you for that question. That was a great question. I had… Several things since the last show, because I was gone last week for vacation, but I had several things come in this last week. A lot of you have sent me videos and different things, and one of them being, and I won’t name names because I’m not trying to be that person, but there is a fairly well-known person on social media. And he’s down in the Georgia area. In fact, he started a big to-do over Napa oil filters. And were they coming out of China? Were they coming out of the U.S.? What was the situation? He started a big to-do on that, I believe, last summer, which we went on this program and explained how all that works. And, yes, there might be some issues. Napa gold filters that would come out of China. Depends upon what part of the country you’re in. Some are going to be WICs. It just depends on where you’re at. And we explained all of that last year. The majority of them in our area, not all, but the majority of them in our area are going to come from the U.S., although you may still find one here and there that aren’t. And it’s a supply chain thing as much as anything. Now, with tariffs and things like that, that might be changing again. We’ll see how that all pans out. But recently, what this particular shop did, they went on social media, sort of like being on air, and explained to everybody that previously they had been telling everybody you can do anywhere from a 7,000 to 8,000-mile oil change interval on most vehicles, full synthetic. Now, keep in mind, we on Drive Radio have been recommending, depending upon the vehicle you drive, but in most cases, a 4,000-mile oil change is what we’ve been recommending on this program now, Josh, for a decade plus. And I’m not exaggerating when I say that. We’ve literally been advocating for that for all of you that drive GDI, so gasoline direct injection engines especially. Anything late model that’s got synthetic oil, we’ve been telling you to do a 4,000-mile oil change. So for most of you, that’s three times a year. Well, it’s interesting. This particular shop owner finally came on social media and said, while in the past we’ve always been recommending 7,000, 8,000 miles for oil changes, we’re moving that down to 4,000 to 5,000. For all the reasons we’ve talked about on Drive Radio for a decade. Now, I’m not saying that we know more than he does. But it’s interesting in our industry, like any other industry, the medical community or whatever, not everybody looks at things exactly the same way. And sometimes it takes some people. We’ll get into this even with Roy and Dietze on some of the products they get into. But sometimes it takes a while for the rest of the industry to catch up. We’ve known, or at least I’ve known, and some of this is because of Josh and the likes of others that we have inside of our group here, I’ve known what the inside of a GDI engine looks like with carbon buildup from either using not great fuel and not doing proper services, not doing oil changes, not using the BG product, and so on. We’ve talked about those things now for a very, very long time. And it’s interesting that we’ve just now got shops that, Josh, are fairly well-known, have huge followings, in this particular case millions of followers on social media, that are just now getting to where we’ve been for a decade.
SPEAKER 19 :
Yeah, very true.
SPEAKER 05 :
And I sent you that video right after that thinking, yeah, we’ve been doing this for a decade, and this guy’s just now finally catching on. And yet, for a lot of people, they would go on social media and think that he knows more than we, and I’ll tell you right now, no, he doesn’t.
SPEAKER 19 :
Right, exactly.
SPEAKER 05 :
No, he doesn’t. So we’ll be right back. Don’t go anywhere, guys. Drive Radio, KLZ 560.
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SPEAKER 05 :
And we are back, Drive Radio, KLZ 560. Okay, talking about services, the intercooler, the stack, we call it when it comes to diesels and so on. And during the break, because we were talking about oil changes and intervals and all of that, which now there are some on social media, very famous individuals on social media that are now finally on board with what we here at Drive Radio have been saying now for a decade plus. But Roy brought up a great question during break that I just said, stop. We’ll just ask it on air because it’s a great question. So let’s get into it. Ask your questions.
SPEAKER 03 :
Okay, this is my question. So since 2015, I bought four new vehicles. Toyotas. Yeah, Toyotas. Okay. And every time I buy one, they tell me to do my oil change every 10,000 miles. Mm-hmm. And my other question is, and then why the computer, I mean, every, well, 4,500 miles, it shows you that you got a maintenance required. Mm-hmm. and then you’ve got to do it at 5,000 miles?
SPEAKER 05 :
Why is that? Okay, we’ll answer that. First of all, let me get in. I’ll let Josh answer the maintenance required end of it, but I’ll answer the 10,000-mile part. And I’ve explained this a few times on Drive Radio, but for those of you listening, this is why. It’s… By the way, not what’s best for your car. It’s what’s best for their marketing ability and how they sell cars. Let me explain. With every vehicle manufacturer and make, make and model, they will have what they call a total cost of ownership. TCO, total cost of ownership, on that vehicle. And there are stats on it. In other words, over 100,000 miles, this is what this car will cost you. Purchase price, maintenance, et cetera. And it will give you a total cost of ownership that you can then break down per mile. And then you can go shopping and compare this car versus that car versus the next car and so on. So what the manufacturers try to do, Toyota especially, is – They try to push those intervals off as far as they can because it lowers the overall cost of ownership, meaning when they go into the market to compete with someone else, they can show a lower total cost of ownership than the next one does. and therefore helping them sell vehicles on that basis. The other thing they try to sell people on is the convenience factor. If I can tell you that you don’t need to come in once every, I don’t know, eight months or so, depending on how many miles a year somebody drives, versus three times a year, well, of course, that’s another factor that a lot of people look at because it’s like, oh, I don’t have to get as many things done as I used to. I’m gonna buy this car then. So it’s a big marketing ploy in a lot of ways, or in all ways, I should say, to get people to have this false sense of security that, hey, I’m buying this vehicle, I can do an oil change every 10,000 miles. Nothing could be farther from the truth. A lot of the manufacturers are starting to back away from some of those intervals, Toyota not being one of them yet, but a lot of them are. And keep in mind, Toyota and others are having engine problems, and you have to start wondering, are some of these coming from not only the machining process and the lack of quality control there, but then just how long they’re extending out these oil intervals and so on and so forth. The other thing you’ll find at dealerships as well, by the way, this free package of oil changes. Come in for X and we’ll change your oil. Well, the next thing you’ve got to ask is, what oil are you using and what filter? Because believe it or not, even though the car you’re buying, because they all come now with full synthetic oil, they may be selling you a blend of synthetic blend, not full synthetic, when you actually come in for your quote-unquote free oil change. And you’re probably getting a substandard filter with it as well. And you’re now going to run 10,000 miles on that because they’re not going to change it any sooner than that because they’ve given you these oil changes. So did I explain all that correctly so far, Josh? You did, yeah. Now, the maintenance light that Roy’s talking about, explain that side of things as far as what Toyota’s doing.
SPEAKER 20 :
You just had the maintenance reminder light, right? Yeah. Okay, so that one’s set up for tire rotations, too. So with Toyota, they want your tires rotated every basically 5,000 miles. Because I’ve had a lot of friends with Toyotas that you’ve got the package when you bought it new, and you can’t get the oil change at 5,000 miles. You’ve got to wait until 10 to get the oil change and the tire rotation. So that’s what that light is coming on for is the first maintenance is always rotate the tires.
SPEAKER 03 :
Okay, so it’s one is for the rotation.
SPEAKER 20 :
Yeah, the first light usually comes on for the rotation, and they reset it, and then you get to the oil change, which is an oil change and a tire rotation on it. So that’s how that one usually works on those.
SPEAKER 05 :
So, again, on the front side, they’re not being 100% honest with you on what the car requirements for maintenance really are. And, again, it comes back to that whole total cost of ownership end of things.
SPEAKER 20 :
It is. And then some manufacturers, you know, like Honda sits there and gives you a light that says, you know, B123 or A123. So it corresponds to what services that car wants. So it’s not always just a maintenance reminder for an oil change. Sometimes it’s oil change, tire rotation, transmission service, air filter, all these things too.
SPEAKER 03 :
Okay. So what do you recommend? So let’s say my wife. She doesn’t drive the 4Runner, I mean, 10,000 miles per year.
SPEAKER 05 :
Then twice a year, five. Okay. Five and five would be fine. So twice a year in her case, every six months would be fine for her. It would be perfect. She’d have no issues with that whatsoever.
SPEAKER 14 :
So can I take my car to the dealership to get that changed before the 10,000 miles? Like if I show up at four, are they going to let me do it?
SPEAKER 05 :
You can, but we would prefer you go to one of our shops because our guys do a much better job than the dealership does. And probably using, not probably, using a higher quality filter and a higher quality oil, believe it or not, than what the dealer, because again, a lot of the dealerships are going to sell you blended oil and a substandard oil filter. Because believe it or not, even inside of their own line, just because it says Toyota doesn’t mean it’s their top of the line filter. Am I right, Josh? Yeah.
SPEAKER 20 :
The dealerships have several lines within themselves. Correct, just like Napa does. Just like Napa does, just like everybody else. There’s at least three lines. There is an economy line in Toyota because I’ve bought that line too to do different things, and it’s a different part. That’s right. Just like Libra.
SPEAKER 05 :
Yes, absolutely. Just like that. Absolutely.
SPEAKER 14 :
Now it makes sense.
SPEAKER 05 :
Just like the dealer will sell you PPF when you buy the car, or you can go to ProTech and get it done afterwards, which PPF is going to be better? Top of the line. Yours will be. theirs will not. Because I can tell you, because I’ve bought it, I mean, and we’ll get into more of this as the show goes on, but some of that PPF that the dealer’s actually having installed, because you’ve talked about this before, the adhesive that they’re using, actually, when it comes to even removing that on down the road, becomes much more difficult because it’s a cheaper film than actually the good film is, right?
SPEAKER 03 :
Yeah, exactly. Yeah, I mean, it all comes with the price. There you go. I mean, you get what you pay for.
SPEAKER 05 :
That’s right.
SPEAKER 03 :
And… Yeah, no UV protection, no top coat on the PPF and stuff like that.
SPEAKER 05 :
There you go. All right, we’ll get into more of that. Rand, you’re next, so go ahead, sir.
SPEAKER 12 :
My question is, on an all-wheel drive vehicle, is it okay to put the tire chains or cables on just one axle?
SPEAKER 05 :
No.
SPEAKER 04 :
No.
SPEAKER 12 :
No. Okay.
SPEAKER 05 :
Because of the viscous coupling that’s inside of all all-wheel drives, and I don’t care what brand. Every all-wheel drive, true all-wheel drive. So if it’s full-time, you know, automatic four-wheel drive, or it says all-wheel drive on it, there’s a viscous coupling somewhere in the transaxle transfer case, depending on the car and what we’re talking about and so on. There is a viscous coupling, and think of the viscous coupling as being a… small individualized self-contained clutch pack that allows slippage to happen between one axle and the other because some of that has to happen naturally because as you go around a corner for example rand the outside tires are traveling farther than the inside tires are and the right rear in some cases depending upon the turn might even go farther than the right front so not getting into all of the the details of that but the reality is there has to be some slippage but when you take an all-wheel drive and just chain up one end the tendency is going to be for the end that has the least amount of resistance to also want to slip and when that happens it’s extra wear and tear on the viscous coupler okay thank you does that make sense yes yeah i just wanted to verify that second question uh real quick is if i do tire rotations on my own vehicle
SPEAKER 12 :
Is it okay to loosen the lug nuts while the tires are still on the ground?
SPEAKER 05 :
Yes. Yes. Yeah. Yeah. In fact, that’d be the best way to do it. Now I wouldn’t get them so loose that there needs to be a, a wobble in the, you know, we’re not going to get them super loose, but loosen them to where once, how should I say this? Loosen it. Just like if you’re going to change the tire on the side of road, you want to loosen the lug nuts first while the tires on the ground. Cause when it’s up the wheel itself wants to, the axle wants to move and it’s hard to hold everything in place while you’re trying to lose them. Now, if you’ve got a, uh, power tool of any kind, they will loosen them up or down. It doesn’t make any difference. That’s what we use in the shops. It’s a whole different situation. But when you’re manually using a bar with a wrench on the end of it or a socket on the end of it or a breaker bar or something like that, you have to have it on the ground to loosen them and tighten them.
SPEAKER 12 :
Okay. The reason I ask this is because I did that and the tire, the wheel, dropped just a tiny bit and damaged the threads on the lug nuts.
SPEAKER 05 :
I mean, it would have to be really loose for that to happen, Rand.
SPEAKER 12 :
Yeah, we call that hub-centric.
SPEAKER 05 :
Those are the wheels that we want to use. Even on some of you guys listening that have big trucks, we want hub-centric wheels, which is, Rand, what you’re talking about. Yeah, if you get it so loose that it comes off of the hub, yeah, we don’t want that. All right. I appreciate all your help. You know, Rand, you are very, very welcome. And we don’t talk about tire chains much, but, yeah, that’s one of those things for those of you that have an all-wheel drive vehicle and you see some of the tire socks or some of the Insta chains, I call them, you know, some of those easy things that will get you up to the ski country and back. You need to be buying four if you have an all-wheel drive. Not just two. And frankly, there’s a lot of front-wheel drives even where I probably would still be buying four because of the control factor, braking, and so on. If you’re going to chain up the two fronts, I probably would put socks on the back or the quick chains on the back as well. All right, lines are open. Any other questions, let us know. 303-477-5600. Question of the day. You’re driving… Pet P’s. We haven’t done that one for quite some time. So what are your driving pet P’s? Again, 303-477-5600. This is Drive Radio, KLZ 560.
SPEAKER 17 :
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SPEAKER 13 :
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SPEAKER 15 :
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SPEAKER 05 :
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SPEAKER 20 :
It was a BMW or now a Tesla. Seems to be the number one on that.
SPEAKER 05 :
Yeah, without that, you don’t know what you’re doing.
SPEAKER 09 :
So, Eric, you’re next. Go ahead. Hey, guys. So, yeah, Teslas actually don’t come with turn signals. I think you’re right. I think I agree with you. I kind of think Tesla drivers have replaced the Subarus and BMWs as the most annoying drivers on the road. They really are. But anyhow.
SPEAKER 05 :
I don’t think I can argue with you on that one.
SPEAKER 09 :
So you were talking about preventive maintenance stuff. And I want to bring something up here regarding maintenance schedules today. So, John, I sent you a video cup here about a week or so back of Mount Kenworth erupting.
SPEAKER 05 :
Oh, yeah.
SPEAKER 09 :
So that’s still, we’re now two and a half weeks in with engineers scratching their, you know what, because nobody knows for sure what’s causing this. So, yeah, they may be completely rebuilding the motor. We’re not sure yet. But anyhow, one of the things that has, One of the things that has come out on this is, and to help other listeners who aren’t aware of this, a lot of diesels, especially on the heavy-duty side, they have a filter on the cooling system. And on the older trucks, pre, let’s say, 2000, that filter was there to help add the additives. into the coolant to prevent the coolant from destroying the motor. Right. Nowadays, most modern diesels don’t need it because the coolants are different coolants, but manufacturers still put them there for various reasons. So anyhow, the manufacturer, and I’m going to kind of leave some things out just because I don’t know who’s listening. Sure. The coolant, the manufacturer of the engine in my semi… The coolant filter that they sell at the dealership is rated to 350,000 miles. They actually tell you you don’t have to flush and change the coolant until 500,000. Now, the filters that my company uses are rated to – they’re an aftermarket supplier, which is like a top supplier in the industry – They rate maximum life of 150,000 miles on the filter. And they advise changing between 100 and 125,000 miles. We do 25,000 mile oil changes on the semis. So every fourth oil change, my boss will change out that coolant filter. And in the course of this discussion about what’s going on with my truck, and they’re like, well, You know, if you were using our filter, it’s rated to 350,000 miles. And my boss told the guy, he goes, why would you go that long on the filter given all the potential impurities in the engine, even in the cooling system? Good point. And they’re like, well, you know. So one of the other trucks that actually has a rebuilt engine in it, because we have six of these trucks, and so far four of them have had to have the engines rebuilt because of catastrophic failures. So my boss went and pulled the cooling filter off of a truck that has 70,000 miles on it, cut the filter open, and dumped the contents of the filter out into a bowl. And he pulled the media out. And you would be amazed that the sediment, even though the cooling system is supposedly a closed system, You would be amazed the sediment and impurities that were in there when he ran his finger around the inside of the filter housing and then what was in the bowl. And to sit here and say, well, you can go 350,000 miles with our filter, and then you’re looking at what’s sitting here. And one of the engineers told my boss, he goes, well, yeah, but.
SPEAKER 05 :
But what?
SPEAKER 09 :
Yeah, but what? Exactly. So, you know, when they sit here, like you were saying, you know, Toyota or whoever may say you can go 10,000 miles, do you really want to?
SPEAKER 05 :
No.
SPEAKER 09 :
But then the other part of that is I sent you a video this morning that should make you guys cringe. I don’t know if you’ve looked at it yet.
SPEAKER 05 :
No, I haven’t. No, it’s hard for me to do that and be on air at the same time.
SPEAKER 09 :
Okay. You asked before about YouTubers that we follow, automotive-related YouTubers that we follow. So there’s a guy that he’s out of Florida. His name is Rain Man Ray. And he started off as a dealer tech, worked for a shop, got fired, started his own shop. And he posted a video of FaceTime with another guy that does similar work. But this guy is a fleet mechanic for they don’t say who. One of their fleet vehicles from a different county… F450 with a 6.7 was brought in, and literally, instead of changing the oil when the oil life monitor came up, the driver was just hitting the reset button.
SPEAKER 04 :
Oh, no.
SPEAKER 09 :
The vehicle went about 300 and some thousand miles on the oil. Jeez. When you watch the video, it will make you cringe at what is coming out of the oil pan, and then when he cuts the oil filter apart. It will make you cringe. Wow. And, yeah, it’s a destroyed 6.7 in an F-450. Wow.
SPEAKER 05 :
Yeah, it can’t go that far. I’m surprised it went that far, actually.
SPEAKER 09 :
Yeah, the guy, he was too. He kind of was too.
SPEAKER 05 :
Literally, I’m surprised it went that far.
SPEAKER 09 :
Yeah, me too. Yeah. So, anyhow, but, you know, I don’t trust, you know, I see these discussions online all the time about trusting, you know, Guys recommending replacing O2 sensors at 200. My pickup’s got 189,000. I want to keep it a long time. And I’m discussing at 200,000 putting a water pump, hoses, and a radiator in it. And Nissan says, well, but why would you replace it if it hasn’t failed? And I’m like, because I don’t want it to fail. I don’t want it to.
SPEAKER 05 :
That’s the answer. I don’t want it to.
SPEAKER 09 :
I don’t want it to. Yeah, I’d rather spend $2,500 for parts and labor and let somebody do it as a precaution.
SPEAKER 04 :
You got it.
SPEAKER 09 :
And as I was talking to the one service advisor at the dealer the one day, he says, we find between $200 and $225, that’s when we start seeing the radiators start to develop little green fuzzies along the edge of the tank. Sure. That it’s starting to weep. He says, and there’s nothing wrong, you know, and there was a whole discussion the other day on one of the forums about this, and somebody says, well, why would you replace it if it hasn’t failed? And I’m like, do you really want to take your chances?
SPEAKER 04 :
Nope.
SPEAKER 09 :
There’s nothing, there’s absolutely nothing wrong with spending the money to do this.
SPEAKER 04 :
Agree.
SPEAKER 09 :
I mean, I’m contemplating doing my oxygen sensors at 200,000 also, just because.
SPEAKER 04 :
Yeah, no, I don’t blame you. I agree.
SPEAKER 09 :
My fear is, now, of course, my fear is I do that and I may find out, oh, my cats are bad, which shouldn’t be because this is something when you talk about, like, top-tier fuels. You know, one day I was just randomly Googling how to make your catalytic converters and oxygen sensors last. Gee, one of the first things that 10 different search results show is using top-tier fuels. Yes.
SPEAKER 04 :
Yeah, use good fuel. Yeah.
SPEAKER 09 :
Yeah.
SPEAKER 04 :
Absolutely.
SPEAKER 09 :
You know, that’s one of the first things that comes up.
SPEAKER 04 :
Yep.
SPEAKER 09 :
And it’s – so, yeah, I mean, there’s nothing wrong with increasing your maintenance schedule for some of this stuff. And at times you see things that really reinforce that. And like I say, when I was watching my boss cut that filter apart the other day and he was showing it to these guys and we’re sitting there talking, he’s like, why would I go 350,000 miles when – This is after 70,000 miles on a motor that you guys just rebuilt.
SPEAKER 04 :
Agree.
SPEAKER 09 :
Agree. Anyhow, just a thought on all of that.
SPEAKER 05 :
No, Eric, I appreciate it. Good stuff. Bob Conifer, Dave Thornton, you guys hang tight. One line open, 303-477-5600. We’ll be right back. Drive Radio, KLZ 560.
SPEAKER 06 :
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SPEAKER 05 :
And we’re back. Drive Radio, KLZ 560. Appreciate you guys listening, by the way. I know I say that a lot, but I really mean that. It’s because of you guys that we do this on a regular basis. I had a really nice text message a little bit ago that said, hey, thank you guys for being there. The information you give us is… is vastly appreciated, and I know I’m not the only listener that says that. And those text messages, by the way, and when you guys say that, it does mean a lot. And believe me, we’re here for you all as much as anything. So thank you very, very much for those kind words. Bob and Conifer, you’re next.
SPEAKER 10 :
Hi, John. What is the parameter… I got an all-wheel drive car. My wife had a little incident, and the front tire took a hit. The rim is gone. I got a new rim, new wheel coming. Okay. What is the difference? The new tires on this car were 10-30 seconds. I’m down to 6-7-30 seconds. I just measured them. It ain’t going to work. Too much.
SPEAKER 05 :
If you were a 30-second, I’d probably say you’re fine and we can run with that. When you start getting over that, even 2-30 seconds and beyond, and in your case you’re about 4-30 seconds, yeah, you’re way too much.
SPEAKER 10 :
Okay, I was just wondering because I don’t know if the tire is… I’m not going to go into the whole explanation of what happened, but the tire didn’t take a direct hit, but the sidewall got rubbed pretty good against asphalt. And so until I get the tire off and remounted and checked and everything else, I won’t know if I’ve got to replace it. But I was just wondering what is allowable.
SPEAKER 05 :
Like I said, about a 30-second or so. We used to do it way back in the day when I was doing a lot of four-wheel drive work, which is what we specialized in. I had all my technicians. They were required to have a seamstress tape inside of their toolbox because what we used to do, Bob, is we literally didn’t even go off the 30 seconds. We measured the circumference of the tires, and literally we wanted to be from tire to tire. We wanted to be no more than a half an inch in total circumference out one from another.
SPEAKER 10 :
Right. Okay. That’s how we used to do it. And again, I’ve been listening to your show for a long time. Met you once, and it’s a great show.
SPEAKER 05 :
Well, thank you, Bob. Thank you. And as I said a moment ago, I do appreciate that very much. Thank you for that. I mean that sincerely. Dave and Thornton, what’s going on?
SPEAKER 08 :
Hey, Dave. Hey, John. Sorry about that.
SPEAKER 05 :
That’s okay. You’re good. You’re good.
SPEAKER 08 :
Hey, my pet peeves are… The amount of gas tax that I pay, road tax, tire tax, ownership tax, and the roads are in no better condition. And in certain jurisdictions, they’re actually taking away lanes of traffic. You’re right. Give it over to bicycles who pay no taxes, period, for the maintenance of the roads.
SPEAKER 05 :
It’s funny. I had a nice Uber ride back from the airport last night. Had a great conversation with the Uber driver, and I don’t know how he got started, but he was very much in my camp, and we started chatting back and forth, and that exact topic came up, and the topic of doge and federally, every state, every county, every city, in my opinion, Dave, needs a doge. Oh, absolutely. For that very reason. There’s so much waste going on, even in our own state, it’s ridiculous. Millions upon millions upon millions of dollars.
SPEAKER 08 :
Everybody’s heard about that. I know on the federal level, but I’m sure it’s probably on the local level exactly the same. Somebody gets a budget, and towards the end of the year, they’re literally in wasted mode because we’ve got to spend this money. Instead of saving the taxpayers’ money, we need to spend this money, otherwise we won’t get… The same amount next year.
SPEAKER 05 :
You’re correct. It’s a bunch of garbage. We need to totally change the incentive program along those lines, and instead of doing the budgeting, and there’s a name for that, it always slips my mind, and some of you will text me on what that is, but the way we do the budgeting on that, Dave, needs completely revamped. We should be challenging, encouraging, and rewarding department heads for budget cuts, not budget consistency, meaning that they’re going to go up year after year.
SPEAKER 08 :
Yeah. Or just even coming up with savings.
SPEAKER 05 :
Yep.
SPEAKER 08 :
Somehow savings. Hey, we are moving from this product to that product. And we ended up saving 10 percent.
SPEAKER 05 :
Yeah. And my feeling, Dave, and I’d be all for this when it comes to government workers and so on. If you’re a department head and you figure out ways internally and maybe you make this across the board incentive to where, hey, if we. and cut our budget next year by 10%, you know, we’ll reward you all with an extra pay or some sort of an incentive or whatever you want to do with them. And I know that is way outside of the box for government workers, but we have got to get back to something like, well, we’ve never done it. We need to get to something like that, Dave.
SPEAKER 08 :
Yeah, absolutely. But my question I had was I’m looking to start working on my little project car that I got in the garage and I was looking to remove the iron heads and put some aluminum heads on it and The costs, they’re up there for good quality ones. So I was just bumming around on the Internet, and I saw some used ones. And I was wondering, what is the downside? Because I’m sure there probably is a downside to utilizing a used head, aluminum head. I mean, like the old iron ones, I mean, you’ve got to be worried about cracking and warping.
SPEAKER 05 :
And the same is true with an aluminum head. It’s no different. And you’re going to want to check, you know, valve guides, spring, spring tension, the seats. I mean, that’s one of those things where unless you’re just buying them dirt cheap, you’re going to want to disassemble all of them and double check every single thing that I just said all the way down to the valve, the valve wear. What does it feel like inside the guide? On and on we go, Dave. I mean, it’s no different than checking a cast iron head. Same way.
SPEAKER 20 :
And the main thing I would worry about has it been machined so many times you can’t machine it again, and they’re warped.
SPEAKER 05 :
Correct.
SPEAKER 20 :
And that’s the same with the cast edge.
SPEAKER 05 :
You’ve got to take a straight edge to it and all that. I mean, personally, Dave, if it were me, you’ve got a small block, right? No, a big block. Oh, it’s a big block. Yeah, they’re a little more money, as you know. Personally, if I were going to do it and you’re looking for something that’s got longevity and long-lasting and so on, I would either redo a good set of cast iron heads that you know are really good to start with, or I’d go buy a new set of aluminum heads. I don’t think I’d buy a used set of aluminum heads. Okay. Unless you knew the seller, you knew the motor it came off of, you could tell how it ran and some of those things, and that’d be a little different set of circumstances. But would I go to Facebook Marketplace and buy a set of used heads? No, I would not.
SPEAKER 08 :
Okay. And on that note, I mean, I’m doing a little more research, trying to do it right the first time around. And looking at it, you know, a lot of the manufacturers say, okay, well, if you buy our head, you need to do X. You know, you need to get a better crank. You need to get better, you know, pistons, everything else. And, you know, I just came from that old, you know, small block Chevy thing where you could just bolt anything on it and the old Chevy would run. Well, you know, and big blocks aren’t a lot of – We’re researching that.
SPEAKER 05 :
A big block’s not much different in that regard, David. Just, you know, the difference between – well, I shouldn’t say the difference, but one of the differences in a big block on a big block Chevrolet is, you know, two-bolt main, four-bolt main. There wasn’t a ton of four-bolt mains unless you got into some of the truck engines and or bought – an aftermarket block or something along those lines or having a really early four-bolt main block. Then there’s open chamber head, closed chamber head, certain CCs, I guess I should say, different valve sizes, et cetera, et cetera. And while it’s… different than a small block same principles apply and how you get your compression ratio figured based upon the piston itself and if you’re using a closed chamber open chamber head so on and so forth and anybody that’s built big blocks can walk you through all of that it’s not that complicated okay all right and and generally just in generally speaking uh the flow rate you know uh they go all the way from you know 200 and some cc’s all the way up to 400. for a generic
SPEAKER 08 :
on the road just cruising around.
SPEAKER 05 :
At our elevation, I’ll tell you this from running big blocks back in the day, did a lot of that back when I was a younger person at the drag strip and so on, I will tell you at our elevation, the smaller port heads on the big block Chevrolets at our elevation actually work better than the big open port heads do.
SPEAKER 08 :
Okay, perfect.
SPEAKER 05 :
I’ll just tell you that straight up just because we don’t have the air. Unless you’re going to supercharge it, do something along those lines, the smaller port heads at our elevation work fine, Dave.
SPEAKER 08 :
All right. No, perfect. All right, John. Well, hey, I appreciate you guys.
SPEAKER 05 :
You’re very welcome. No, appreciate you too, Dave, and thank you for that. And, yeah, and, folks, this is one of those topics we don’t get into a ton because there’s not a ton of engine building that’s going on anymore. Now, we get a few calls every now and again. Some of you guys are building some projects or doing something along those lines, and we help through some of that, whether you’re trying to do carburation fuel injection, supercharging, not. Literally, this topic – I’m not exaggerating. We could take a particular engine, small block Chevy, let’s say, and I’m not joking. We could do an hour on small blocks. We could do an hour on big blocks. We could then go to a four. I mean, literally, because there’s so many idiosyncrasies to every one of these types of engines. And what I will tell you, and Josh, you correct me if I’m wrong, but what I will tell you is finding a really good, solid machine shop engine builder that understands the idiosyncrasies of that engine and what works and doesn’t and has experience in building it if they don’t find someone that does.
SPEAKER 20 :
Yep, exactly.
SPEAKER 05 :
And I mean that comes from if they’re a Chrysler expert, great. If they’re a Ford expert, great. If they’re a big block Chevy expert, great. Big block’s not the same as a small block, as Dave just said a moment ago, and they are not. So, again, finding that expert when it comes to the machining sides of things and what combination works well with one another. And, guys, this is why literally the companies like, you know, GM where they build crate engines and Summit and blueprint engines and so on. I mean, you go down the list of some of these suppliers now of complete engine assemblies. Why have they gotten so popular? Because they deliver a product to you ready to go. You don’t have to go through anything about what I just said a moment ago. What horsepower do you want? What compression ratio do you want? In other words, what kind of gas are you going to run in it? What kind of intake do you want to put on it when it’s all said and done? Are you going to supercharge it or not? You give them all that information, buy the long block, great engine. Some of them will even come with an intake and an oil pan, the whole nine yards. It’s an assembly, not even a long block, and off you go.
SPEAKER 19 :
Yeah, even a distributor in some of them.
SPEAKER 05 :
In some cases, turnkey.
SPEAKER 19 :
Yeah, it’s ready to go.
SPEAKER 05 :
They’ve got everything ready. In fact, in some cases, their fuel inject didn’t even come with all that apparatus that you need. So, again, it’s a completely different world, and we could literally spend a ton of time on that. All right, one of the things I want to cover when we come back is those of you that are taking hot rods out of the garage, getting ready to get things ramped up here in the next month or so. We’ll talk to Roy and Dietz on some of those things and how to properly get that going. But we’ll be back. Hour number two is next. Drive Radio, KLZ 560.
SPEAKER 14 :
Still haven’t had enough? Go to drive-radio.com, email your questions and comments, download previous programs, and find lots of useful information, including your nearest Colorado Select Auto Care Center. That’s drive-radio.com. Thanks for listening to Drive Radio, sponsored by the member shops of Colorado Select Auto Care Centers. On KLZ 560.
