Cerma
Complete 4-Pillar Ceramic Protection for Manual-Transmission Vehicles
Complete 4-Pillar Ceramic Protection for Manual-Transmission Vehicles
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Complete 4-Pillar Ceramic Protection for Manual-Transmission Vehicles
The Cermax Performance Racing Value Package with Manual Transmission is the complete single-purchase ceramic protection system for drivers who shift their own gears. In one order you get Cerma STM-3® Engine Treatment for permanent ferrous engine bonding, Manual Transmission Treatment for the high-load gear surfaces inside your manual gearbox, optional Turbo Nano Treatment for non-ferrous turbocharger and supercharger components, and 5+ quarts of Cermax Ceramic Synthetic Motor Oil in your choice of viscosity to carry ceramic protection forward with every oil change.
Select the viscosity your engine calls for (0W-20, 5W-20, 5W-30, 5W-40, 10W-30, or 10W-40), the oil quantity (5–10 quarts), and add Turbo Nano if your vehicle is turbocharged or supercharged. Engineered and manufactured in Fort Myers, FL under Bijou Inc.
- Dual-clutch transmissions (DCT/DSG/PDK/M-DCT): VW/Audi DSG, Porsche PDK, BMW M-DCT, Ford PowerShift, Hyundai/Kia DCT, Mercedes AMG Speedshift DCT. These use dual-clutch-specific fluids.
- CVT (continuously variable): Subaru Lineartronic, Honda CVT, Toyota Direct-Shift CVT, Nissan Xtronic. These require CVT-specific fluids.
- Torque-converter automatics: order the Racing Value Package with Automatic Transmission instead.
What's Included
| Product | Size | Purpose |
|---|---|---|
| Cerma STM-3® Engine Treatment | 2 oz | One-time ceramic bonding — permanently seals SiC (silicon carbide) into ferrous engine metal surfaces. Mohs 9.5 hardness, 2,730°C melting point, survives oil changes. |
| Manual Transmission Treatment | 2 oz | One-time ceramic protection for manual transmission internals — gear teeth, synchro rings, bearings, shift-fork faces, and input/output shaft surfaces exposed to gear oil. |
| Turbo Nano Treatment (optional, if selected) | 1 oz | Non-ferrous ceramic protection for turbocharger and supercharger bearings, bushings, compressor wheels, and specialized alloys that Engine Treatment alone cannot bond to. |
| Cermax Ceramic Synthetic Motor Oil | 5–10 quarts | SiC-enhanced synthetic oil — delivers fresh ceramic particles with every oil change to maintain and reinforce protection on both ferrous and non-ferrous engine surfaces. Supports up to 30,000-mile oil change intervals on a treated engine. |
The 4-Pillar Protection System, Explained
Pillar 1 — Cerma STM-3® Engine Treatment (one-time bond)
A catalyst, not an additive. Cerma's Nano Silicon Carbide technology undergoes a thermo-chemical bonding reaction with ferrous engine metal during normal driving. The result is a permanent, self-healing ceramic layer on cylinder walls, bearings, cam lobes, and valvetrain surfaces. EPA ETV certified. Mohs 9.5 hardness. Does not wash out with oil changes.
Pillar 2 — Manual Transmission Treatment (one-time bond)
A manual gearbox is a harsh environment — sliding synchro cones under cold-shift load, gear tooth mesh surfaces transferring peak engine torque, and shift-fork faces subjected to thousands of engagement cycles over the transmission's life. The Manual Transmission Treatment deposits SiC ceramic onto the ferrous internal surfaces of your transmission, reducing friction and slowing wear progression on the surfaces that drive shift feel: synchro rings (responsible for smooth engagement, especially when cold), gear teeth (responsible for gear-whine development and load-carrying capacity), and bearings (responsible for input/output shaft alignment over time). One 2 oz bottle treats the entire transmission once.
Pillar 3 — Turbo Nano Treatment (optional, for forced induction)
Turbochargers and superchargers contain materials — Inconel, titanium-aluminide, bronze bushings, specialty bearings — that the standard ferrous Engine Treatment cannot bond to. Turbo Nano is formulated specifically for these non-ferrous and specialized alloy surfaces in turbos, superchargers, and induction systems. It protects against hot-shutdown damage (the #1 cause of turbo failure) and reduces spool-up friction.
Pillar 4 — Cermax Ceramic Synthetic Motor Oil (ongoing)
After the Engine Treatment has bonded (1,500-mile break-in), switching to Cermax Ceramic Synthetic Oil ensures that every oil change continues to deliver fresh SiC ceramic particles to both ferrous and non-ferrous engine surfaces. Formulated to meet API SP and ILSAC GF-6 specifications, Cermax supports oil change intervals up to 30,000 miles on a Cerma-treated engine.
📋 The Cerma Protocol — Step by Step
Naturally Aspirated Engines (NA)
| Step | Action |
|---|---|
| 1 | Add 2 oz Cerma STM-3 Engine Treatment to your existing engine oil. Drive normally. |
| 2 | Add 2 oz Manual Transmission Treatment through the transmission fill plug, following manufacturer-specified fill procedures. Can be done the same day as the engine treatment or any time afterward. |
| 3 | Drive at least 1,500 miles to allow full SiC ceramic bonding inside the engine. |
| 4 | At the next oil change, drain old oil and refill with 5 quarts (or your engine's specified capacity) of Cermax Ceramic Synthetic Oil in the correct viscosity. |
| 5 | Continue with Cermax oil changes at up to 30,000-mile intervals. No additional Engine Treatment is needed — the bond is permanent. |
Turbocharged / Supercharged Engines (Forced Induction)
| Step | Action |
|---|---|
| 1 | Add 2 oz Cerma STM-3 Engine Treatment AND 1 oz Turbo Nano Treatment to your existing engine oil. Drive normally. |
| 2 | Add 2 oz Manual Transmission Treatment through the transmission fill plug per manufacturer fill procedure. |
| 3 | Drive at least 1,500 miles to allow full ceramic bonding of both ferrous and non-ferrous surfaces. Observe proper turbo cool-down habits (30–60 seconds at idle after hard driving) throughout the vehicle's service life. |
| 4 | At next oil change, switch to Cermax Ceramic Synthetic Oil in the correct viscosity and quantity. |
| 5 | Ongoing: Cermax oil changes at up to 30,000-mile intervals. One-time treatments do not need to be repeated. |
Who This Package Is For
This package was built for drivers of traditional 3-pedal manual-transmission vehicles who want complete ceramic powertrain protection from a single order. Primary target platforms:
- Sport compacts (turbo — add Turbo Nano): Subaru WRX / STI, VW GTI / Golf R (6MT), Honda Civic Type R, Hyundai Veloster N / Elantra N (6MT), Ford Fiesta ST / Focus ST / Focus RS
- Sports cars (naturally aspirated): Mazda MX-5 Miata (all generations), Toyota GR86 / Subaru BRZ, older Mazda RX-8, Lotus Elise / Exige
- Sports cars (turbo — add Turbo Nano): Toyota GR Corolla, Toyota GR Supra 3.0T (6MT, 2023+), Nissan 370Z NISMO 6MT
- Muscle cars (naturally aspirated V8): Ford Mustang GT 5.0L Coyote (6MT), Chevrolet Camaro SS 6.2L LT1, Corvette (pre-C8 6MT, C7 Stingray), Dodge Challenger R/T & Scat Pack 6MT
- Muscle cars (supercharged — add Turbo Nano): Shelby GT500, Corvette Z06 (C7 supercharged), Dodge Challenger/Charger Hellcat 6MT variants
- Trucks & SUVs (manual): Jeep Wrangler & Gladiator 6MT, Toyota Tacoma 6MT, older Ford Ranger 6MT, older Nissan Frontier 6MT
- European performance (6MT ONLY — not DCT): BMW M2/M3/M4 6MT variants (verify — many are DCT); Porsche 911 6MT/7MT (not PDK); Porsche Cayman/Boxster 6MT (not PDK); older Audi S4/RS4 6MT; older Mercedes AMG 6MT
- Classic & track vehicles: vintage muscle cars, classic Miatas, E30/E36/E46 M3, air-cooled 911 and 993 6MT, track-prepped autocross and road-course cars
Not sure if your BMW M3, Porsche 911, or Audi S/RS is a true 6MT vs. a dual-clutch variant? Call 239-344-9861 or email info@cermatreatment.com with your year, make, model, and engine — we'll confirm before you order.
Package Family — Choose Your Protection Level
Frequently Asked Questions
Partially — it depends on whether the root cause is friction or mechanical damage. The treatment will meaningfully improve: cold-weather notchy shifting (reducing friction between synchro cones and gear rings, the most-cited improvement drivers report); shift effort at normal operating temperature; synchro wear progression going forward; and modest gear-whine reduction on mid-mileage transmissions where whine is developing but not yet advanced. The treatment cannot fix: chipped gear teeth, already-destroyed synchro rings, damaged shift forks, worn input/output shaft bearings, or clutch-side issues (clutch slip, drag, chatter — the treatment is for gear oil, not for the clutch assembly). Best practice for meaningful improvement: combine the treatment with a full manual transmission fluid service (drain old fluid, refill with fresh MTF of the correct viscosity) and apply the treatment to the fresh fluid. The combination delivers noticeably better shift feel than either alone.
Only if you have the true 6-speed or 7-speed manual version, not the dual-clutch. The confusion here is real: BMW M3/M4 came in both 6MT and M-DCT versions (newer G80/G82 M3/M4 are 6MT-only, but F80/F82 had both); Porsche 911, Cayman, and Boxster come in both 6MT/7MT and PDK; Audi S4/RS4 came in 6MT in older generations but newer RS4s are all DSG. Quick test: look at your pedals. Three pedals (clutch + brake + throttle) means manual — this package fits. Two pedals with paddle shifters on the steering wheel means dual-clutch — this package does not fit, and you should order the base Cermax Performance Value Package (engine + oil only, no transmission treatment) and call us at 239-344-9861 for DCT-specific guidance. Two pedals without paddles and a traditional automatic shifter pattern means torque-converter automatic — order the Automatic Racing Package instead.
Recent service is the ideal time to apply the Manual Transmission Treatment. Fresh gear oil is clean, at the correct level, and has full additive package intact — which means the 2 oz treatment disperses evenly and circulates optimally during the break-in gear-cycling period. If your transmission was serviced within the last 3,000 miles or 3 months, add the treatment directly to the current fluid per the Cerma protocol — no need to drain anything. If you're overdue for service (many manuals never get serviced at all because there's no maintenance minder and no obvious symptom), we recommend a full drain-and-refill with fresh MTF of the correct viscosity first, then apply the treatment. Combined drain + refill + treatment is the sequence with the most-reported shift-feel improvement.
Cermax Ceramic Synthetic Oil already carries SiC particles that address non-ferrous components during every oil change, so you will get ongoing protection of turbo internals simply by running Cermax long-term. The separate Turbo Nano Treatment is a concentrated, one-time application that builds a stronger initial ceramic layer on turbo/supercharger non-ferrous parts (bearings, compressor wheels, specialty alloys) right at the start of the protocol. We recommend Turbo Nano for higher-output forced-induction vehicles (tuned WRX/STI, GT500, Hellcat 6MT, tuned EcoBoost), high-mileage turbo engines, or anyone who drives hard and wants maximum protection against hot-shutdown damage. For a stock turbo vehicle driven conservatively with a plan to run Cermax long-term, it is optional.
Order doesn't have to be exact, but the ideal sequence is: (1) Add Engine Treatment (and Turbo Nano if applicable) to your existing engine oil when warm and at idle. (2) On the same day or within a few days, add the Manual Transmission Treatment through your transmission's fill plug. (3) Drive normally for 1,500 miles minimum. (4) At your next scheduled oil change, switch to Cermax Ceramic Synthetic Motor Oil. You do not need to change the transmission fluid during the break-in — the transmission treatment bonds to internal surfaces while you drive and shift normally.
Yes, and the wear-reduction benefit is often most meaningful on modified or track-use vehicles where internal stress is elevated. A few practical notes for this audience: (1) Consider stepping up one viscosity grade from factory spec if your engine runs elevated boost, higher compression, or sustained high-RPM track sessions — for example, a tuned WRX running higher boost benefits from 5W-30 or 5W-40 vs. factory 5W-30; tuned EcoBoost often benefits from 5W-30 vs. the factory 5W-20 in early year models. (2) For track-use vehicles, shorter drain intervals than the 30,000-mile figure apply — 15–20K intervals or shorter depending on session count and fluid analysis. (3) Use the Turbo Nano add-on on any forced-induction vehicle, especially tuned ones. (4) The Manual Transmission Treatment's value increases proportionally on high-torque builds where stock synchros and gears are under more stress than OEM design intent. Combined with proper MT fluid service intervals, it helps extend transmission life under modified-vehicle abuse.
Cerma's STM-3 technology is a thermo-chemical catalyst — not a friction modifier or film additive. When circulated through a running engine or transmission, the nano-sized SiC particles undergo a bonding reaction with ferrous metal under normal operating temperatures and pressures. The reaction creates a permanent molecular bond between the SiC ceramic and the iron/steel substrate, producing a self-healing protective layer with Mohs 9.5 hardness (harder than most engine metals) and a melting point of 2,730°C. Because the bond is chemical rather than mechanical, it does not wash out with fluid changes. This is why Cerma treatments are described as one-time applications — once the bond cures during the break-in period, it remains for the life of the component.
Match your OEM's recommended viscosity — it will be printed on your oil fill cap or listed in your owner's manual. Common selections for manual-transmission vehicles: 0W-20 for most modern Toyota (GR86, GR Corolla, some GR Supra), some Honda Civic Type R, and late-model Asian imports; 5W-20 for Ford Mustang GT 5.0L Coyote, older Honda Civic Si, Chrysler Hemi V8, older Subaru WRX; 5W-30 for most GM manual vehicles (Camaro SS LT1, Corvette C7 Stingray), most Ford EcoBoost 2014+, and older European performance; 5W-40 for European performance manuals (BMW M2/M3/M4 6MT, Porsche 911 6MT/7MT, Porsche Cayman/Boxster 6MT, Audi RS 6MT) and tuned turbo applications; 10W-30 for older muscle cars and classic vehicles; 10W-40 for very high-mileage manuals (200K+) and hot-climate heavy-duty use. Running a viscosity outside your OEM spec can affect fuel economy, cold-start protection, VVT timing, and in some cases warranty coverage. If in doubt, call 239-344-9861 with your year/make/model/engine and we'll confirm.
Made in the USA by Cerma Treatment (Bijou Inc.), 15880 Summerlin Road #300 Box #301, Fort Myers, FL 33908. 30-day return policy. Free shipping on orders over $150 (this package qualifies automatically). Ships to US & Canada. Questions? Call 239-344-9861 or email info@cermatreatment.com. Use discount code C10 for 10% off.
Cerma STM-3® is a registered trademark of Bijou Inc. SiC (Silicon Carbide) technology is EPA ETV certified. Cermax Ceramic Synthetic Motor Oil viscosities 0W-20, 5W-20, 5W-30, 5W-40, 10W-30, and 10W-40 are formulated to meet applicable API SP and ILSAC GF-6 specifications. Cermax is designed for use on engines that have been treated with Cerma STM-3 Engine Treatment; use in untreated engines is permitted but does not provide the full performance benefit of the Cerma protocol. Manual Transmission Treatment is formulated for traditional 3-pedal manual transmissions using manufacturer-specified gear oil (GL-4 / GL-5) or MTF; not for use in dual-clutch (DCT/DSG/PDK/M-DCT), CVT, or torque-converter automatic transmissions. Using this treatment in incompatible transmission types may cause severe damage not covered by any warranty. Turbo Nano Treatment is an optional add-on appropriate for turbocharged and supercharged engines only — not needed for naturally-aspirated engines. Oil change intervals up to 30,000 miles apply to engines treated per the Cerma protocol under typical operating conditions; track-use, sustained high-load driving, and direct-injection (GDI/T-GDI) engines may warrant shorter 15,000–20,000 mile intervals. Always follow your vehicle manufacturer's recommended interval when shorter than 30,000 miles. Performance claims represent formulation targets and typical results; individual vehicle results vary based on engine and transmission condition, age, mileage, driving style, climate, and maintenance practices. Cerma products are not repair compounds and cannot correct pre-existing mechanical failures such as chipped gear teeth, destroyed synchro rings, damaged bearings, scored cylinder liners, or failed turbochargers.
Frequently Asked Questions
The package includes four components engineered to work together: Cerma STM-3 Engine Treatment (2 oz) for one-time ceramic bonding of ferrous engine surfaces, Manual Transmission Treatment (2 oz) for one-time ceramic protection of your 3-pedal manual gearbox, optional Turbo Nano Treatment (1 oz) for non-ferrous turbo/supercharger protection (select "Yes" at checkout if your vehicle is forced-induction), and 5 to 10 quarts of Cermax Ceramic Synthetic Motor Oil in your choice of viscosity (0W-20, 5W-20, 5W-30, 5W-40, 10W-30, or 10W-40) for ongoing ceramic reinforcement at every oil change. Made in the USA by Bijou Inc. in Fort Myers, FL.
The Manual Transmission Treatment is a one-time application that permanently bonds SiC (silicon carbide) ceramic particles to the internal ferrous metal surfaces of your 3-pedal manual gearbox — gear teeth, synchronizer rings, shift-fork engagement faces, input and output shaft bearings, and shaft surfaces exposed to gear oil. It's added directly to your existing manual transmission fluid through the fill plug; no drain required. Drivers typically report smoother shift feel (especially cold-weather engagement into 2nd gear, a common complaint on many manuals), reduced gear whine on transmissions where whine is developing, and extended synchro service life. The treatment is a wear-reduction and friction-reduction product, not a repair compound — it will not fix chipped gear teeth, destroyed synchro rings, or damaged bearings, and it does not address clutch-side issues like slip, drag, or chatter (those are mechanical problems separate from gear oil chemistry). For maximum shift-feel improvement, combine the treatment with a full MT fluid service.
Six Cermax Ceramic Synthetic Motor Oil viscosities are offered, each formulated to meet applicable API SP and ILSAC GF-6 specifications: 0W-20 (Toyota GR86, GR Corolla, some GR Supra 6MT, some Civic Type R, late-model Asian imports); 5W-20 (Ford Mustang GT 5.0L Coyote, older Civic Si, Chrysler Hemi V8, older Subaru WRX, some older Jeep Wrangler); 5W-30 (GM Camaro SS LT1, Corvette C7 Stingray, most Ford EcoBoost 2014+, older European performance); 5W-40 (BMW M2/M3/M4 6MT, Porsche 911 6MT/7MT, Porsche Cayman/Boxster 6MT, Audi RS 6MT, tuned turbo applications); 10W-30 (older muscle cars, classic Mustangs/Camaros/Challengers, older Jeep Wrangler TJ/JK); 10W-40 (very high-mileage manuals 200K+, hot-climate heavy-duty, classic performance engines). Always match the viscosity specified in your owner's manual or on your oil fill cap — manufacturers engineer valve train timing, cold-start oil pressure, and wet-clutch behavior around specific viscosity ranges.
Follow the Cerma Protocol in order: Step 1 — Bring your engine to operating temperature, then at idle add the 2 oz Engine Treatment (and 1 oz Turbo Nano if you selected the turbo add-on) directly to your existing engine oil through the oil fill cap. Step 2 — Drive normally for 15–20 minutes to distribute the treatment. Step 3 — Add the 2 oz Manual Transmission Treatment to your manual gearbox through the transmission fill plug following OEM fill procedure. Can be done the same day as the engine treatment or any time afterward — the transmission treatment operates independently. Step 4 — Drive a minimum of 1,500 miles on your existing engine oil to allow full SiC ceramic bonding. Do not change oil during this period. Do not add other additives. Step 5 — At the next oil change (after 1,500+ miles), drain old oil, replace the oil filter, and refill with Cermax Ceramic Synthetic Motor Oil in the correct viscosity and quantity for your engine. Step 6 — Ongoing: continue Cermax oil changes at up to 30,000-mile intervals (or per your OEM for track and severe-service applications). Engine and transmission treatments are one-time applications.
This package is compatible with traditional 3-pedal manual transmissions in gasoline-engine vehicles using manufacturer-specified gear oil (GL-4 / GL-5) or MTF — the most common and widely-used manual transmission design. It fits virtually all sport/performance manual applications: Subaru WRX/STI, Honda Civic Si/Type R, Mazda MX-5 Miata, Toyota GR86/GR Corolla/GR Supra 6MT, Nissan 370Z/Z 6MT, VW GTI/Golf R 6MT, Hyundai Veloster N/Elantra N 6MT, Ford Mustang GT 6MT, Shelby GT350/GT500, Chevrolet Camaro SS 6MT, Corvette 6MT/7MT, Dodge Challenger/Charger 6MT, Jeep Wrangler/Gladiator 6MT, Toyota Tacoma 6MT, BMW M2/M3/M4 6MT (not DCT variants), Porsche 911/Cayman/Boxster 6MT/7MT (not PDK), and older European performance 6MT. It is not compatible with: dual-clutch transmissions (DCT/DSG/PDK/M-DCT — these use dual-clutch-specific fluids), CVT (Subaru Lineartronic, Honda CVT, Toyota Direct-Shift CVT, Nissan Xtronic — need CVT-specific fluids), or torque-converter automatics (order the Automatic Transmission Racing Package instead). Quick identification test: three pedals (clutch + brake + throttle) = this package fits; two pedals + paddle shifters = DCT or automatic, wrong package. Unsure about BMW M-series, Porsche, or Audi variants that came in both manual and dual-clutch configurations? Call 239-344-9861 before ordering.
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