Grumpy Bear

I'm using Duck Duck Go without issue.

Still $3 here.

Common, yes. Normal, no. Either a slide is sticking or a piston is.

282,000 Mile Service 453,835 Km 2/12/2026 3,000 mile OCI, 80 oz of make up oil. 1 quart/1,200 miles. Rotate and balance tires. Nothing more than half an ounce required. 5 Quarts Mobil 1 Euro 0W40 1 Purolator filter (red box) Topped off Coolant. It's a winter thing. Wiper fluid. Brake fluid check.

OIT Oxidation Induction Time by PDSC (ASTM D6186) is a method to determine oxidation resistance of motor oils in the laboratory. You can find and read the method on your own time if it interests you. I did. For PCMO and HDMO this test is carried out at 392 F (200C) and under pressure and in a oxygen rich atmosphere. Every part of that is done to aid in repeatability and reliability of the results. However, it also means it doesn’t have any 1:1 relationship in practice in your vehicle. What we can say is that better is better and worse is worse. How that translates into practice (OCI) in your vehicle is determined by the minutia of the service it is placed into. Influencing this ‘time’ are the usual cast of characters; base oil type and type and amount of antioxidants as well as temperature, moisture and metal catalyst. Much of that is under your control and some of it is induced by your environment. Lake Speed Jr. made a rather big deal out of this in his latest round of videos where he showcased PDSC and TEOST, KRL and so on and using a ‘weighted’ method to come to some conclusions as to the suitability of a particular oil to a particular service. 17 to 80 minutes is the range of normal based on base oil type and antioxidant levels, with 17 to 40 minutes on average for Group I and Group II bases and 40 to 80 minutes on average for Group III and better bases. The only oil on his list that didn’t get past 40 minutes was Driven LS, a mineral based stock with little antioxidant past the ZDDP levels. So limited use of hindered amines, i.e. The effectiveness of ZDDP as an antioxidant is inversely proportional to it’s effectiveness as an antiwear agent and subject to its exact chemistry. Liquid Moly is also aberrant as a Group II/III blend in breaching 40 minutes. Likely majority Group III and a good dose of antioxidants. Then we have AMSOILS SS breaching the expected values of even Group IV/V fluids by a smidgen. Alkylated Napthine? Hinder Amine? Whatever the cause, it worked out to lead the Synthetics. Then we have a true outlier. High Performance Lubricants No-VII decimating the field at 117.61 minutes. Also, a Group IV/V-(AN) with a strong oxidation package. But really letting it blow the lid off is the fact it is devoid of VM’s! The weakest link and easiest to oxidize part of most PCMO’s is the polymeric viscosity improver package.

I used to bounce out of bed. Now I try not to bounce off the floor.

THIS ^^^^^

$1,064.82 + SH https://www.reservebar.com/products/the-yamazaki-single-malt-japanese-whisky-aged-18-years/GROUPING-43745 So at a relatives Superbowl Party I took the opportunity to sample this. Wicked Good! Patriots, not so much

Not quite FRAM Bankruptcy Status Parent Company Filing FRAM's parent company, First Brands Group, filed for Chapter 11 bankruptcy protection on September 29, 2025. This filing was made to stabilize its business operations amid significant financial difficulties. Impact on Operations Despite the bankruptcy filing, the FRAM manufacturing facility in Greenville, Ohio, continues to operate. The plant, which produces FRAM oil filters, has not ceased production, and local officials have indicated that operations remain stable for the time being. Financial Details First Brands Group reported liabilities exceeding $10 billion against assets of $1 billion to $10 billion. The company has secured $1.1 billion in debtor-in-possession financing to support ongoing operations during the restructuring process. Future Outlook While the bankruptcy filing affects U.S. operations, First Brands' global operations are expected to continue without interruption. The company is currently exploring options to sell its business as part of its restructuring efforts.

I can't say what day it occurred to me that my parents were quite human. Far to late to be of use to my own children or even the the grandchildren. No one can teach what they themselves do not know. I for one was a horrible parent. Oh I took care of business. Everyone went to school and I helped when I could. Everyone ate well, dressed and groomed neatly. Everyone lived in a warm house. I taught both the boys and girls what had been passed down to me plus what I'd learned along the way in the survival skills and those other skills we judge others by. Don't be a bum. Mow your yard, shine your shoes and so on and so forth. I was adamite about manors much like my mother was. Better to get a D in English that bad Social Skills marks. I limited corporal punishment but did not shy from it when required. I thought I was doing quite well. I'm sure my parents did as well. But I made the same mistakes my parents, grand parents and great grands did. The EXACT same mistakes. I just made them differently and convinced myself I was doing better. And I learned a few new ones (to me) I think my forefathers missed. To share but one. I taught my kids the 'Buck stops here"! Meaning me. Problem with that is it doesn't. It stops with our maker. My attitude in insisting "I alone set the and all standards for behavior and morality" thus rejecting my makers standards gave them permission to reject mine. Something that has been passed down in the family home for generations that is quite driven by our worship. I was just the biggest dog in the junkyard. I didn't out right reject everything and humans are in fact and deed divinely hardwired for a basic moral code. Fortunately they survived the experience of being raised by a Grumpy Ole Bear. Materially they even flourished. Spiritually and emotionally...jury is out. I think my strongest positive is that I am quite free with the kids about all of this. I don't justify or rationalize the past (anymore) and I even learned to give a compliment and a hug. Not just when earned but because I'm still their fatally flawed father and I do care. Four of the six have responded well to that improvement. I likely overshared here but..... I think our kids think more of us when we are honest with them about who we are and the mistakes we make as their parent and that we as well have a grand creator to answer to who expects that from us. Admit when we run afoul instead of the practice of "doubling down on insisting the buck stops here". My take anyway.

No Idea What to call this but: KILLER In a Rocks Glass 1 shot Q Premium Spicy Ginger Beer 1 shot fresh OJ 1 shot Evan Williams Black Label Bourbon Juice of 1/2 fresh lime ( a little pulp is a plus) Top with ice, stir and serve.

281,463 Mile Service Rotate and balance tires. A bit over my usual 5K. Weather and scheduling. But drives nice and straight. No worse for the wear.

2/3/2026 Breaking News Fuel dilution has been a long standing issue with Dizzy. We've gone through two pumps and a rash of injectors and hinted at ring seal failure. We've also torn the fuel tank vent system apart multiple times replacing and testing until there is nothing left to test or replace. Multiple plug and coil replacements. Revamped the PCV system and yet dilution persisted. There has been a curious offset in fuel trims after fill-ups since we got the Liner Logic Scan Gauge II system sorted and programed. Like the EUC pulling up to 30% fuel for ten miles or so after a fill. And yes I'd stop after the first pump auto click. Dealer has not idea, I had no idea and my independent mechanic is scratching his head. So......as I have a good grip on the amount of fuel used (Scan Gauge) I shorted a fill 2 gallons, lied to the Scan Gauge and then started filling whatever the Scan Gauge showed I used instead of filling to auto shut off. This placed the gauge on Full but started declining right away instead of consuming 2.5 gallons before coming off full. Pretty standard experience for most all cars/trucks. Guess what? Fuel trims never go past -5% and go back to zero +/- 2 with in a mile, standard purge time. That tells me that filling to the auto shut off in this vehicle was filling the carbon canister and flooding the vent system, dumping raw fuel to inlet. That is a design flaw. I have more that doubled the OCI before the oil gets inky and stinky. It's also tripled time between P420 codes. Something I will make a practice with the Verano. Short filling. All of them actually.

$2.60 to $3.00 for 87 octane E-10

Glad to hear you both are progressing. This is literally the definition of "None of my business". I hope this can be taken in the vain intended. That I wish you both nothing but good and speedy recoveries. Get some normal back for you guys.

My wife is THE cat lady and I'm quite fond of them myself. I think we all feel bad for her. I wasn't commenting or judging your response Stan. If it felt that my comment landed like that I apologize. Your points are valid. I was simply amplifying the need for diyer2's care as well. I get it. There is a lot to consider. And I agree with you. Every situation is different.

How are you feeling? I mean you've been through the wringer yourself lately. Would you even be up to a daily commute? An hour of mountain driving isn't the same as an hour for us flatlanders. You have to look out for yourself as well if you are going to be able to help her. Right? We're all puling for you two. We've cats as well. They, as you know, are not all the same. One we have left is 17 and still does well being left over night. But our neighbor had one that was diabetic and needed two a day shots. Our last cat, a geriatric, needed daily care the last few years. You'll figure it out. Both of you together will figure it out.

Believe there was a TSB on that.

I know it's cold comfort but the body takes the time it takes to heal. Remember when my wife broke her ankle over a year ago and was wheelchaired for months? She'd get bluesy too. Cry and rail. Most of the time she just needed to know that someone saw and acknowledged what she was going through. Needed to be heard. She's up and about now and running at 95%. It will pass. Just takes time and humans are impatient creatures. Especially when we are in pain or suffering. You're doing fine sir. Listening is huge. Mine appreciated I didn't let the household tasks slack and a bit of pampering when she was up to it. Get the girl some chocolate.

I believe this has been covered here before but it is new to me. That is, thinning the herd of possessions. Early last year we had a basement flood of about a foot it depth. Window blew out so lots of yard YUCK involved and we had the majority of it cleaned up fairly quickly. Save my shop area. A space I don't use much anymore. So once into it and having to touch nearly everything it seemed there was an awful lot of items I have no use for. Maybe never did. The job is metastasizing. This fall we hired a firm to mitigate this persistent water issue and after six months I think they nailed it. Which means this task no longer has the feel of unavoidable reoccurrence. How many jars of tiny screws and nuts does a guy need, really? I might even paint the lathe and mill. Who knows. I've decided I'm not going to do this job "Dumpster" style where in a commit myself to a weekend of once and done. More like a bucket and box to the standard trash. A bit each day. Something to get me moving in the dead of winter.

You do see the lack of congruent conclusion there, right? The additive difference between those two SS oils is the Vm's polymer molecular weight. The only difference. SS 0W40 V SS 5W50 What? FS is full SAPS! 1.0+ ash. Kind of the definition of FULL SAPS. SAPS is more than ZDDP, it is every additive with a Sulphur backbone. ZDDP, Ca, Mg, Moly and inherent S. Converter life is a phosphorus issue, not a ash issue. LSPI is a Ca issue not an ash issue. Actually it's a combustion end gas issue and Honda has know that for about forever. SAE tech paper on that dating about 1965. Now all that said, people will protect a warranty before they will protect a motor. I get that. But I also understand and have proved to myself in 56 years of driving and maintaining that when ring seal prevents oil consumption ash is irrelevant. (Within reason). This OEM insistence on low ash oils isn't about high ash oil killing cats, it's about hedging a fragile ring seal that promotes fuel economy and sacrifices oil integrity. The perpetuation of the idea that a quart in a thou or two is garbage. Even low tension rings, properly broken in and properly lubricated (sealed) will take the additives loads required to maintain that seal long term. Last note. ASH as defined in the specification is only the ash incurred by the add package and calculated. The autoclave ash is MUCH higher. It's what you get when you thermally oxidize (burn) a Hydrocarbon. It is literally a shell game.

I'm not understanding how what Mobil is doing in disqualifying AMSOIL SS AZF 0W40. Edify me. Please.

Last two results in the Mitsubishi were identical and yet at two different OCI lengths. 5K and 3.4K IDENTICAL 3.66 TBN at 5K and 3.62 at 3.4K. Wear metals the same. I don't mean the same per thousand miles. I mean raw numbers were the same. I only have three quarts of that lot left.

AMSOIL Euro 0W40 does not carry the Dexos R recommendation nor the SN+/SP designation. (LSPI) AMSOIL SS 0W40 carries both. SAPS levels that kill cats and O2's is more a function of how much oil the motor is consuming, not the level of ash. It took nearly 200K miles of Dizzy's 300K using oil at a clip of more than a quart in 1500 miles using a Full SAPS oil to set a P420 code. There is still no definitive test for correlation of SAPS to Cat life, although most CLE's will agree that levels like those in break in oils and motorsport oils will be harmful if used for more than than beak in miles on cat equipped vehicles, that is levels over 2000 ppm. Nick may have more to say on this... Hope he does.

There is allot of movement in the industry currently. Not much of it is good. API SQ is another step backward and there is little we can do about it. ICE's are getting boxed out at the regulatory level. So, we, as consumers are faced with a choice to abandon ICE's OR adapt. Adapt in this case means to utilize the best of what is left in a way that best suits the needs of the engine it protects. I believe this product being offered by @Black02Silverado is most likely that product. And it may very well be the last of a class of oils being sold at a price the consumer can live with. It is not without it's compromises. I've stated before, there isn't a perfect oil. But it checks more boxes on my list that anything currently being offered. Full disclosure: I would have likely moved to this product quite some time ago IF I could have gotten assurances on KRL and ester content from AMSOIL. I take no ones word in the business for anything. Rats left in charge of the cheese and all. I would have made the move anyway IF the SS product line were still offered in a 5W40. Ester containing oils with enough ester to actually be useful are fading fast. Those in the majority that use some do so at the minimum required to register their being in testing, that is an oxidation result of just over 30 abs. AMSOIL, at my last look, is still about 60 abs. This is what I meant earlier by the last of a class of oils. My concern with the KRL was based in the fact this oil, SS 0W40, sits right at the bottom of the SAE HTHS value for the specification under the 30 cycle injector test, 3.7 cP. HPL and SPEED Diagnostics now having relieved that concern with KRL results tells me it can be trusted to stay not just in grade under the lighter parameters of the usual viscosity test but under fire. I think this is a great offer.