I am so pleased & excited to be asked to write on Lubrication issues Under "Tech, Tips & Good Stuff" for All Ends Magazine." They are covering all things that are related to the automotive industry, videos, concerts, racing, cars, trucks, bikes & exotics. So please go to




I would like to know..What are you looking for in new products?

Here are a few of the product lines I have been asked for:

1. Food Grade Grease
2. Rust Proofing Spray in Cans and 20 Litre Pails
3. Brake Cleaner
4. Bio-Degradeable Degreaser
5. Diesel Fuel Anti-Gel
6. Bio-Diesel Fuel Additive
7. Bio-Diesel Anti-Gel
8. Water Based Cutting Fluid

Are any of these in your interest? Drop me a line as to what your needs are.


Here is a great site for you to go, this the most unbiased opinion of oils & tests I have seen other that what I do. This will show you the some of the methods & comparisions of friction tests on a variety of top brand oils. & and also go to to see what's happening down under. If you have trouble with this link go to Oil's Ain't Oils by Ben Knightingale.


"The racing season has ended and Wes Tanney an Autosalaom veteran and Champion has written for you, how to get involved in racing. This is the a great way to cheaply and SAFELY enter racing. This will teach you how to master your vehicles with confidence and may save your life in your day to day driving. I have been supporting this for 6 years and it may help to your dream. As it did for Andrew Corderio, now a Volkswagen Factory Pro Race Driver & Racing Coach in the Volkswagen Jetta TDI Cup Racer # 26 the last 2 years.

"Have you ever had an interest in participating in motorsport?

Maybe you always had the childhood dream of being a “race car driver” but never took that first step. Maybe you've just started watching the top tiered racing series on television and thought you'd like to try your hand at it. Maybe your a top notch gamer and think your fast.... With more than ten years of competition and hundreds of events, at a couple of different levels of amateur motorsport, I am regularly asked how does one go about getting involved in motorsport....

It can be a daunting prospect. First, motorsport is inherently dangerous and no one wants to put their life in danger. Second is the start up cost. Motorsport is typically a very, very expensive hobby, but it doesn't have to be.

Check out this link Tanney Motorsport's Getting Involved in Motorsport - A Beginners Guide To Autosalalom for information to get you up and running.....

See you in the nearest parking lot....



Ultra Low Sulphur Diesel is here and that’s bad news for your equipment.

Ultra low sulphur Diesel:

• May cause the rubber seals in your fuel pump to shrink, crack and dry out

• May, due to lack of lubrication, cause your fuel pump to fail.

• May cause your fuel injectors to wear prematurely

• May cause injector nozzles plugging

SYMPTOMS – Low power, hard starting, engine smoke, engine speed instability, fuel seal leaks.

Start protecting today with a proven product.

Trijet will keep your equipment protected and running.

Ontario Farmer Article January 2008- Click Here


Congratulations to Wes Tanney for a super season. Bringing home a
Provinical & National G Stock Class Championships in both the ASN Canada FIA Canadian Autoslalom Championships and theCASC-OR Autoslalom Series as well as finishing 2nd place Overall Provincial Auto Slalom Series. He also placed 2nd in Grand Touring 4 in the CASC-OR Solosprint Series.



Diesel emissions standards are based on opacity readings, which indicate the particulate matter (PM) in the exhaust of diesel HDV’s.

Opacity reading measures the amount of visible light that is blocked by exhaust smoke during a snap acceleration test. The darker the smoke, the more the vehicle is polluting.
The inspector revs up the engine to the maximum governed revolutions several times, first to remove loose soot from the exhaust pipe, then to measure the opacity.
The readings from the final 3 snaps are averaged, that average is compared to the emission standard.
Common causes of test failures, cars & trucks, malfunctioning components that regulate fuel/air, oxygen sensors, EGR, engine misfires, catalytic converters, evaporation controls, gas cap.


The 4 test results from 2005 - 06 - 08 – 10 Ontario Drive Clean Program (see attached sheets)

2005 Average without Rycon-1 & Trijet >Limit 30 > Result Average 4.9
2006 Average without Rycon-1 & Trijet >Limit 30 > Result Average 7.6 up 55%
2008 Average without Rycon-1 & Trijet >Limit 30 > Result Average 14.5 up 90%

2010 Average WITH RYCON-1 & TRIJET > Limit 30> RESULT AVERAGE >> 1.2
Products used less than 6 months EMISSIONS REDUCED 13.3pts=1200%

These files require Adobe.


ULSD fuel is the fuel currently mandated for use in all diesel engines. This fuel burns cleaner and is less polluting than its predecessor, called Low Sulphur Diesel Fuel. Low sulphur fuel contained less than 500 ppm of sulphur. ULSD contains 15 ppm or less.
As diesel fuel is further refined to remove the polluting sulphur, it is inadvertently stripped of its lubricating properties. This vital lubrication is a necessary component of the diesel fuel as it prevents wear in the fuel delivery system. Specifically, it lubricates pumps, high pressure pumps and injectors. Traditional Low sulphur diesel fuel typically contained enough lubricating ability to suffice the needs of these vital components. ULSD fuel, on the other hand, is considered to be very “dry” and incapable of lubricating vital fuel delivery components. As a result, these components are at risk of premature and even catastrophic failure when ULSD fuel is introduced to the system. As a result, all oil companies producing ULSD fuel must replace the lost lubricity with additives. All ULSD fuel purchased at retail fuel stations SHOULD be adequately treated with additives to replace this lost lubricity. The potential result of using inadequately treated fuel, as indicated above, can be catastrophic. There have been many documented cases of randomly tested samples of diesel fuel. These tests prove that often times the fuel we purchase is not adequately treated and may therefore contribute to accelerated wear of our fuel delivery systems. For this reason it may be prudent to use an after market diesel fuel additive to ENSURE adequate lubrication of the fuel delivery system.

How Diesel Fuel Is Evaluated For Lubricating Ability:

Diesel fuel and other fluids are tested for lubricating ability using a device called a “High Frequency Reciprocating Rig” or HFRR. The HFRR is currently the internationally accepted, standardized method to evaluate fluids for lubricating ability. It uses a ball bearing that reciprocates or moves back and forth on a metal surface at a very high frequency for a duration of 90 minutes. The machine does this while the ball bearing and metal surface are immersed in the test fluid (in this case, treated diesel fuel). At the end of the test the ball bearing is examined under a microscope and the “wear scar” on the ball bearing is measured in microns. The larger the wear scar, the poorer the lubricating ability of the fluid. Southwest Research runs every sample twice and averages the size of the wear scar.
The U.S. standard for diesel fuel says a commercially available diesel fuel should produce a wear scar of no greater than 520 microns. The Engine Manufacturers Association had requested a standard of a wear scar no greater than 460 microns, typical of the pre-ULSD fuels. Most experts agree that a 520 micron standard is adequate, but also that the lower the wear scar the better.

Attached are two test reports that were done by an independent Laboratory. The first test was done to straight winter diesel. The second test was done with the same winter fuel treated with Pathfinder Lubricants, Trijet fuel treatment. As you can see there was a noticeable reduction.

These files require Adobe.



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