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This Is One Upgrade That You Don't Want To Miss!


It is simply, a factory OEM inframe kit that has had the cylinders, pistons, rings, wrist pins and engine bearings re-worked and coated with MicroBlue®, the only coating that changes the way lubricants work.


1) BETTER FUEL ECONOMY - We're talking 6-8/10ths. mpg here. And these arehonest and real numbers, from real customers.

2) INCREASED PERFORMANCE - You'll feel a definite improvement in engine response and performance, with a big reduction in vibration.

3) A MUCH CLEANER RUNNING ENGINE - Virtually all the blow-by is eliminated and oil consumption is virtually zero.

4) EXTENDED ENGINE LIFE - We now have several customers with over 700,000 miles on their MicroBlue® inframes with performance and mileage improvements unchanged since day one. In fact we know of nobody that has picked up so much as 1 ppm of bearing wear metals in any oil sample done in the last four years. How's that for long life?

Ted's Story


We offer new (OEM only), in the box, ready to install MicroBlue® coated kits that contain all the parts your installer needs to overhaul your engine. This typically includes the pistons, rings, cylinder liners, wrist pins, rods (on Cat and some Cummins models) main and rod bearings. Additional components are available upon request. Simply give us your engine serial number, and we will promptly give you a quote and a guaranteed delivery time. We then ship the complete kit to the installer of your choice. It's that simple!

Most Cummins and Detroit kits run from $5,200.00 to $5,800.00 (including our cost), depending on the model and year. Caterpillar Platinum kits are around $12,000.00 and the Gold kits typically cost about $8,000.00.

From the time we receive the order, all kits are ready to ship in about 3 to 5 working days. For those who are in a hurry, give us a call, we'll see what we can do.

So far, this has been a non-issue. This is for three reasons:
First, the likelihood of any of the reciprocating parts in a diesel engine failing are next to zero.
Second, what parts we do,the coating after assembly is not readily apparent. In the racing world, when we are asked to do a "stealth" project, we do exactly the same parts we do for you. And we can tell you in over 10 years, no tech inspector has ever DQ'd an engine we have ever done.
Third, if there was a failure, a claim would be filed on a single part. Let's say the chrome came off a wrist pin (highly unlikely). The part would be replaced and a claim would be filed with the OEM regarding that one part only, not the process.

To be honest,in the beginning, we expected a raft of problems based on the fact that getting bearings installed and adjusted correctly is still far too difficult. But after two years and over 300 inframes shipped, the opposite has been the case. So far, we have not received one call telling us of problems with the install or after. We've not been told of any signs of blow-by or measurable oil consumption.

Mileage increases have ranged from 7/10ths to 1 mpg, performance and engine response has been stellar and oil samples have been coming back so clean that even Kevin Rutherford (in the beginning) was convinced the sample was a mistake!

Again, this has not been much of an issue. When dealers who are unfamiliar with MicroBlue are first approached by a customer there typically is some reservation. This is understandable and the vast majority have completed the work, had no problems in the process and have been quite amazed at the results they have seen. So again, the inframe program from the beginning has been easy and seamless.


When it comes to engines, there are two pieces to the puzzle: friction reduction and improved combustion efficiency. The friction piece is easy and obvious. Things that move, like crankshafts, bearings and pistons, the easier they move, the less energy it takes to move them. The second and often overlooked piece, is combustion efficiency. That can be improved by simply improving ring-seal.
  Typical Diesel Piston   
We all know it's the rings job to keep the fuel mixture in the combustion chamber. But due to the unique design of diesel piston rings,they cannot seem to seal and prevent ring sticking at the same time. That's because the blow-by comes behind and underneath the rings. Very rarely across the ring faces. The "lubricant magnet" properties of MicroBlue holds more oil in the ring lands and prevents this from happening.
   Diesel Piston Rings  
Few understand that the more aggressive the cross-hatch, the more oil you will use. And that the second ring actually controls oil consumption. Not the bottom "oil-control" ring. Therefore, the "rounder" the second ring, and the smoother the liner bore, the less oil you'll use.
  Typical Diesel Cylinder Liner   
Their job is simple. Maintain a protective oil film between them and the crankshaft. And do that job for a million miles. The problem is, it rarely works out that way.
   Typical Diesel Engine Bearings  
Ten years ago, we started doing turbos for pullers and in that time, not one of them have ever blown one up. That means long life for you but the bigger piece is the incredibly fast response you'll find.
   MicroBlue® Coated Turbo Parts  



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