Gas Prices are here to stay…

But, mileage COSTS are about to change, drastically.

Authorities would have said “Impossible”.
But, the question posed by the experts was simple:

“If this oil additive is that good… test it against the Pros. The racing industry KNOWS additives can work. See how well it tests professionally.”

But what happened next blew everyone away:

1. The long-standing approach of “anti-friction” oil additives is that the additive is designed to create an internal environment in which engine wear is lessened substantially by cutting down on the friction and heat inside the engine. If this does occur, gas mileage should increase over time and engine wear should decease substantially.

2. The problem for oil additives to this point in the automotive industry has been the fact that different substances (molybdenum, chlorinated paraffins, PTFE, zinc compounds… and others) have been carried by the oil… but they didn’t permanently adhere to the internal metal stress points of the engine. So, instead of “building up” a protective anti-friction surface over the metal parts, these components slide down into the oil pan with the motor oil that carried them when the engine cools.

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Engine B used “moly” (molybdenum) as the anti-friction component…
The moly is laying in the oil pan shown here. If it’s laying in the oil pan,
it’s NOT adhering to the metal surfaces and cannot protect the engine effectively.

3. Our formula blend inside the motor oil releases a key lubricating component. This “release” of the key anti-friction component in the additive (“dissociation”) should then “sacrifice” itself by adhering to the metal parts of the engine where the heat and pressure stress the engine parts.

4. The question is this: DOES EnginALL adhere and create the anti-friction protective blanket?

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What you are about to see translates into significantly increased gas mileage and significantly DECREASED engine wear.

I want to try EnginALL now.

Comparison #1:
Engine A: Camshaft lobe
Function: Rotates & lifts the lifter
Picture point: Tip of lobe. The point of greatest pressure and heat on the lobe.

Figure 1. Camshaft lobe with EnginALL under Microscope	Figure 2: Camshaft lobes with EnginALL
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NOTES:

1) There is no apparent “wear”. What you are seeing is EnginALL’s protective coating (lubrication) of the metal surfaces.

2) That “grainy” look on the picture are actually metal pores in the metallic surface of the Cam Lobe (Graininess is the texture of the steel.). You can see them BECAUSE THEY ARE “FILLED IN” with EnginALL’s adhering chemistry. They did NOT flow into the oil pan upon engine cooling. They EXPANDED into the surface of the metal providing lubrication.

3) The extreme heat (friction) did not inflict any apparent damage to the metal lobe in Engine A. The lobe is, in fact, nicely coated and protected. It shows NO pitting, cracks or damage. That translates into protective lubricationwith a significant reduction in Engine wear and tear.

Engine B: Camshaft lobe without EnginALL
Function: Rotates & lifts the lifter
Picture point: Tip of lobe. The point of greatest pressure and heat on the lobe.

Figure 3. Camshaft lobe without EnginALL under microscope	Figure 4: Camshaft with lobes
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Four crucial notes:

1) The metal has been abrasively scoured.

2) You can see that the metal has become hot enough that cracks have begun to develop in the heat treating. The racing oil did not provide adequate protection to prevent this.

3) Note the cracks. The engine failed and needed to be rebuilt.

4) The cracks also tell you the engine elsewhere is severely compromised.

These were high-stress engine tests designed to simulate YOUR engine stress from friction and pressure. The Engine B was using a PREMIUM oil designed for racing. Passenger car motor oil isn’t designed for the stress of racing. SO, how close to expensive repair is your engine …with its oil additives failing to add the protective layer you need?

Comparison #2:
Engine A: Camshaft lobe
Function: Rotates & lifts the lifter
Picture point: Sheen in Figure 3 (with EnginALL) is so prominent that the “black line” you see is a reflected SHELF in the shop across from the microscope. It’s THAT shiny.

Here we placed another set of pictures together for you comparison. Again, you see the sheen as in Figure 3. The protective coating with EnginALL is so prominent that the “black line” you see is a reflected SHELF in the shop across from the microscope. It’s THAT shiny.

Figure 5. Camshaft lobe of Engine A with EnginALL under magnification.	Figure 6. Camshaft lobe of Engine B without of EnginALL (under magnification).
Click For Larger Image No cracks. Protective cover Of EnginALL over metal.	Click For Larger Image Cracks. Abrasive friction has damaged this metal. No protective covering for this lobe from Premium racing oil

Comparison #3:
Engine A: Lifter
Function: Lifters ride against the camshaft, pushing the push rod which, in turn, pushes the rocker arm which then opens and closes the valve.
Picture Point: Looking at the picture with EnginAll (Left Figure 7) First thing to look for is the area around the lifter. The scratches you see around the edges of the lifter are the original factory finish. Arrow 1) Note fine, elongated scratches running in different directions (Arrow 2). They are NOT the machining scratches. Enginall has built up the protective, lubrication coating on the surface of the hardened lifter (except for the very edge which is the factory finish). They are scratches ON THE TOP of the Enginall protective coating. The lifter’s metallic surface is untouched.

The scratches we see are from a micro-burr or imperfection on the grind of the cam that hasn’t had a chance to polish off and is leaving scratches in the Enginall protective coating and not the lifter itself. In other words, they are scratches on top of the Enginall protective coating covering. We see the micro-burr has scratched the protective deposit and not the metal. Camshaft and lifter are NOT even touching one another = not wearing. They are riding on the Enginall protective coating!

Figure 7: Engine A Lifter with EnginALL under magnification	Figure 8: Normal lifter without EnginALL protective coating.
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Looking at the lifter without EnginALL (Right Figure 8)  Something is very wrong. No coating. The surface is blotchy, worn and discolored. Compare this with Figure 14 below and look at this same surface under 500x magnification. Notice how the metal has broken down (you can still see remnants of the original factory machining. There is metal missing here in many places. The pitting, wear and abrasion is apparent.

Engine B: Lifter
Function: Lifters ride against the camshaft, pushing the push rod which, in turn, pushes the rocker arm which then opens and closes the valve.
Picture Point: Pitting and abrasion from friction, heat, pressure have taken their toll on this lifter in a decidedly unprotected Engine B (premium racing oil).

Figure 9: Engine A Lifter with EnginALL lubrication.	Figure 10: Normal lifter. Engine B without EnginALL. Noticeable wear.
Figure 11: Cam with EnginALL. Grains are distinct because they are surrounded by the Enginall protective coating embedded in the metal	Figure 12: Cam without EnginALL. Worn, bare, overheated metal damaged because of no protective coating.
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Engines are never tested on the road or racetrack under 100% load. Yet, in this test, when the engines were placed under 100% load, only the one engine failed (Engine B - without EnginALL). However, the Enginall worked very effectively to provide such powerful protection for the other engine (Engine A). The lubrication quality of EnginAll far exceeds that of engine oil.

If the Enginall worked under this severe testing just think how much better for
your engine this protection can provide with EnginALL!

To test the performance of the proprietary blend (with the ENGINALL anti-wear/extreme pressure lubricating additive) against a performance racing oil, we operated each in an engine simultaneously for 1 1/2 hours at an 80% load (80% of the engine's maximum horsepower) and then 1 1/2 hours at a 100% load (100% of the engine's maximum horsepower). The engines were disassembled and we noted the following:

Lifters (tappets)
What happened:	The lifter slides along the rotating lobe of a camshaft to open and close the valves. As shown in the photos below, the lifter removed from the Engine B with the premium racing oil had far more wear than the lifter removed from Engine A (EnginALL).
Why did it happen:	The contact between the lifter and the camshaft is the most heavily loaded component in the engine. The motor oil in Engine B did not provide nearly the same level of protection as motor oil in Engine A.
I am glad to see ENGINALL finally come on the market. I have been using it in all of my vehicles since it was developed in 2000. With gas and vehicle prices as high as they are now, I need all the help I can get. I put the product in my crankcase oil with every oil change, and also in the differential, and drive the vehicles until the “wheels fall off”. Since I started using ENGINALL, going over 200 thousand miles without a breakdown is no problem. -Scott Plover, WI
Why is this important:	Even mild lifter wear will cause the valve to not open as it should resulting in a loss of horsepower and torque. Severe wear to the lifter will cause a significant loss in horsepower and may cause the engine to misfire.
Vehicle application:	is is equally important for automotive, truck and racing. For an engine to operate efficiently, at maximum performance, the valves must be able to open and close at the appropriate time. Scouring and severe metal “wear” took place here with the premium racing motor oil.

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Take me to the EnginALL page

What does this mean for your car’s engine?

Comparison #4:
Engine A: Lifter
Function: Lifters ride against the camshaft, pushing the push rod which, in turn, pushes the rocker arm which then opens and closes the valve.
Picture Point: Lifter

Now looking at Figure 13 with Enginall under 500 x magnifications, you are seeing the coating left by Enginall protecting our lifter from any damage. Remember, these engines were run together for full horsepower and full load for the afternoon’s testing sessions. If EnginALL protected this well under extreme conditions like racers experience, just imagine how well it will do for you under normal driving conditions.

Engine A (Figure 13): Scratches are ON TOP of the EnginALL protective coating. There is no apparent damage to the metal part. The protective lubricant is in place. Compare no protection - Figure 14

Figure 13: Lifter protection - 500x magnification	Figure 14: No Lifter protection - 500x magnification
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Need to learn more about EnginALL?

Go to our Frequently Asked Questions page…

Disclaimer: Unlike the claims of other oil additives, we want to say, up front, that you will probably NOT see measurable, perceptible differences in the first 1200 miles after first introducing EnginALL to your oil (with oil change – don’t overfill). After that, normally there are increasingly significant differences.

Only add 1 ounce EnginALL per quart motor oil. MORE EnginALL is NOT better per oil change. Each oil change should add EnginALL at the rate just mentioned.