Cermax Performance Ceramic Synthetic 0-20w Oil Value Package for Gas Engines

This Value Package is the simpler, entry-level bundle: it includes only the Engine Treatment and Cermax Oil — the two core components for complete engine protection. The Racing Value Packages are fuller bundles that add a transmission treatment on top of everything in this package. Value Package (this product): Engine Treatment (2oz) + Cermax Oil (5–10 qt). Designed for buyers who only want engine + oil protection, or whose transmission is already covered separately. Racing Value Package with Manual Transmission: Everything in this package PLUS 2oz Manual Transmission Treatment PLUS optional Turbo Nano Treatment add-on. For 3-pedal manual transmission vehicles. Racing Value Package with Automatic Transmission: Everything in this package PLUS 2oz Automatic Transmission Treatment PLUS optional Turbo Nano Treatment add-on. For traditional automatic transmission vehicles. Which should you choose? (1) If you want complete driveline protection (engine + transmission + oil) in a single bundle with the best overall savings → Racing Value Package (Manual or Automatic as appropriate); (2) If you only want engine + oil protection right now and may add transmission treatment later → this Value Package; (3) If your vehicle has a DCT/DSG/PDK dual-clutch transmission or CVT — this Value Package is the correct choice (DCT and CVT require specialized fluids; don't use the manual or automatic transmission treatments in those applications); (4) If you're new to Cerma and want the simplest introduction → this Value Package. Cost difference: the Racing packages cost more than this Value Package but include the added transmission treatment value — typically cheaper than buying this package plus a separate transmission treatment individually.

Adding the Engine Treatment and Cermax Oil simultaneously dramatically reduces the effectiveness of the ceramic bonding process. Here's the physics of why: The Engine Treatment is a concentrated dose of SiC ceramic particles designed to bond permanently to engine metal sub-surfaces. This bonding requires: (1) the SiC particles delivered through existing engine oil that has LOW base SiC concentration; (2) heat and pressure from normal engine operation; (3) time for particles to migrate to metal surfaces and permanently integrate into sub-surface metallurgy; (4) approximately 1,500 miles of normal driving to complete. Cermax Motor Oil also contains SiC particles — at lower concentration than the treatment, formulated for continuous delivery rather than one-time bonding. If you add Cermax Oil simultaneously with the Engine Treatment, you create a much higher total SiC concentration in the oil — and counterintuitively, this REDUCES bonding efficiency because: (1) particles compete for limited metal surface sites; (2) excess SiC stays suspended in oil rather than bonding; (3) the initial concentration gradient that drives effective bonding (high SiC in treatment dose, lower in existing oil) is disrupted. Proper sequence produces strongest results: (1) Engine Treatment creates a high-SiC pulse in existing oil; (2) 1,500 miles of driving allows particles to permanently bond to metal; (3) At your next oil change, old oil plus any unbonded particles drain out; (4) Cermax Oil goes in with its own SiC delivery system that maintains and slightly builds the ceramic layer over each drain interval. Shortcut consequences: if you add everything simultaneously, you'll still get SOME ceramic benefit, but the bond will be weaker and less uniform. For a product that provides permanent engine protection, the 1,500-mile patience is worth it.

If you've previously applied Cerma Engine Treatment to this vehicle, you don't necessarily need another treatment dose — but there are situations where a second dose is beneficial. Cases where you can skip the Engine Treatment and just buy Cermax Oil separately: (1) You applied Cerma Engine Treatment within the last 100,000 miles AND the vehicle hasn't been through a major rebuild/machining/oversized piston upgrade (the ceramic bond is still present on your engine metal); (2) You're continuing routine maintenance on an already-treated engine; (3) The engine runs well, doesn't consume oil, doesn't have performance issues. Cases where a second treatment dose IS beneficial: (1) 100,000+ miles have accumulated since original treatment and the vehicle is entering a new wear cycle — concentrated SiC dose adds to the existing bond; (2) Major engine work has been done — rebuild, oversized pistons, cylinder honing, head work — exposes fresh metal that the original treatment can't cover; (3) Engine has developed new oil consumption or compression loss since original treatment (second dose helps address new wear); (4) Vehicle has been through severe-duty operation since original treatment (extensive towing, track use, commercial delivery service) where accelerated wear may have occurred; (5) You want maximum accumulated protection for a long-term-keeper vehicle (100K-200K+ mile daily drivers, classic cars, collector vehicles). Practical approach: the Value Package is optimally designed for first-time treatment OR for re-treating vehicles 100K+ miles after original treatment. If neither applies and you just need Cermax Oil, buy Cermax Oil separately rather than re-buying the full package. If you're unsure whether your situation warrants re-treatment, call 239-344-9861 with your vehicle's mileage, previous treatment date, and current performance details.

No — this Value Package is formulated for gas engines only. Both components are gasoline-engine-specific: (1) The 2oz Engine Treatment is sized for gas engines (4–8 cylinders). Diesel engines require LARGER treatment doses based on displacement — a 2oz dose is insufficient for a 6.7L diesel (which needs approximately 6oz) or a large-displacement heavy-duty diesel (up to 12oz for semi trucks). Using the gas-engine 2oz dose in a diesel engine won't damage the engine, but it won't provide adequate ceramic coverage and wastes the product investment. (2) The Cermax Ceramic Synthetic Motor Oil in this package is formulated for gasoline engines with API SN/SM and ILSAC GF-5 performance targets. Modern diesel engines require CK-4, CJ-4, or CI-4 certified diesel-specific oil with different additive chemistry — higher TBN (Total Base Number) to handle diesel combustion acidity, different anti-wear chemistry for diesel valvetrain, lower SAPS for DPF-equipped diesels. Using gasoline oil in a diesel engine can cause DPF damage and doesn't provide adequate acid neutralization. For diesel vehicles, use instead: (1) Cerma Diesel Engine Treatment — sized by engine displacement (2oz for 1–2.8L, 4oz for 3–4.8L, 6oz for pickups like Powerstroke/Cummins/Duramax, 12oz for semi trucks); (2) Cermax Diesel 10W-30 or 15W-40 — diesel-specific Cermax motor oils with appropriate diesel certifications. Call 239-344-9861 for diesel-specific package recommendations based on your specific vehicle.

Using Cerma products should not void your warranty as long as you use the correct viscosity grade specified in your owner's manual and meet the performance category your manufacturer requires. Under the US Magnuson-Moss Warranty Act, a manufacturer cannot void your warranty simply because you used an aftermarket oil or treatment — they must prove the specific product caused a specific failure. Dealer strictness varies by brand: (1) Toyota/Lexus dealers are typically strict about oil certifications (prefer Toyota Genuine or current ILSAC GF-6A certified oils); (2) GM dealers are among the strictest — they often require dexos1 Gen 3 certification on current vehicles. Cermax is formulated to meet performance targets of API SN/SM and ILSAC GF-5 but does NOT carry current dexos1 Gen 3 certification; (3) Ford/Honda/Chrysler dealers are generally moderate — most accept quality full synthetic oils in the correct viscosity; (4) European brand dealers (BMW, Mercedes, Audi, Porsche) are typically strictest, often requiring specific OEM approvals (BMW Longlife, MB 229.5, VW 504 00, Porsche A40). Practical guidance for warranty-covered vehicles: (1) Keep all purchase receipts showing this package purchase with dates and odometer readings; (2) Save used oil filters from each oil change (sealed plastic bags); (3) Document every oil change with mileage, date, Cermax product used, and filter brand; (4) For maximum warranty protection during coverage period, some owners prefer using an OEM-certified oil during the factory warranty period and switching to Cermax after warranty expires — when SiC ceramic benefits matter most for long-term ownership; (5) The Engine Treatment is a one-time application — once bonded, it's permanently in your engine; there's no ongoing product-based dependency to worry about for warranty. For out-of-warranty vehicles: no warranty concerns — this is actually the ideal scenario for Cerma, where ceramic benefits provide the most value as vehicles age.

Yes — this Value Package is particularly valuable for high-mileage engines. In fact, older engines often show the most dramatic improvement from Cerma ceramic treatment because the SiC particles fill the accumulated micro-wear sites that develop over time. Common high-mileage issues that ceramic treatment can help address: (1) Oil consumption — SiC particles fill worn cylinder walls and piston ring lands where oil was previously escaping into combustion. Many owners report reduced oil consumption within a few thousand miles of treatment; (2) Compression loss — filling micro-wear restores cylinder sealing, often recovering measurable compression; (3) Power loss and reduced fuel economy — reduced friction and better sealing recover lost performance; (4) Noisy engines — smoother metal-to-metal interfaces reduce valvetrain and bearing noise; (5) Blue smoke on startup (valve stem seal issues) — while the treatment doesn't directly repair valve stem seals, reduced oil consumption overall often reduces start-up smoke. What the treatment CANNOT fix: (1) Mechanical damage — cracked pistons, broken rings, damaged crankshaft, scored cylinder walls beyond micro-wear level; (2) Blown head gaskets — unrelated to ceramic technology; (3) Destroyed bearings — treatment can help slow wear but cannot rebuild destroyed clearances; (4) Catastrophic oil burning from severe engine damage. Best practice for high-mileage engines: (1) Consider using Cermax 10W-30 or 10W-40 instead of thinner viscosities IF your owner's manual permits — thicker oil helps compensate for accumulated wear in some older engines, but NEVER deviate from manufacturer spec for engines with VVT/VCT calibrated for specific viscosity; (2) Allow full 90-day ceramic bonding period before expecting peak results; (3) Consider a second engine treatment dose (beyond this package) after another 100K miles for vehicles you plan to keep very long-term. Realistic expectations: most high-mileage owners report noticeable improvement in 500-2000 miles; dramatic "like new" restoration over 5,000-10,000 miles for engines with primarily wear-based issues (not mechanical damage).

Yes — tuned and track vehicles often benefit MORE from ceramic protection than stock vehicles because they experience higher cylinder pressures, more heat, and more stress cycles than factory-spec use. Ceramic surface protection helps compensate for the increased wear rates associated with modified vehicles. Viscosity considerations for modified vehicles: (1) Tuned Subaru WRX/STI (higher boost, advanced timing) — consider 5W-40 or 5W-30 instead of factory 5W-30 if your tune adds significant boost; (2) Tuned Ford EcoBoost (tuned F-150 EcoBoost, Focus RS, Mustang EcoBoost with aftermarket tune) — most benefit from 5W-30 or 5W-40 even if factory spec is thinner; increased turbo heat demands thicker hot film; (3) Built naturally-aspirated engines — consult engine builder for viscosity recommendation based on clearances; Cermax + ceramic treatment is excellent for built engines where maximum durability is the goal; (4) Supercharger builds (Shelby GT500, Corvette Z06 C7, Hellcat variants, aftermarket supercharger kits) — most benefit from 5W-30 or 5W-40 for the additional heat and pressure loads; (5) Track-prepped vehicles — consider one grade thicker than street spec (5W-30 instead of 5W-20, 5W-40 instead of 5W-30) for sustained high-RPM track conditions. Additional recommendations for modified vehicles: (1) Shorter drain intervals — for track vehicles and heavily-tuned street cars, consider 15,000–20,000 mile drain intervals rather than the full 30,000, particularly if using oil analysis to verify; (2) Fresh engine treatment after major modifications — if you add a supercharger, turbo kit, or do internal engine work post-original-treatment, apply a second engine treatment dose (beyond this package) to cover new wear surfaces; (3) Consider the Cerma Turbo Nano Treatment separately for heavily-tuned turbo vehicles, even though Cermax Oil has built-in non-ferrous protection — the concentrated Turbo Nano dose provides extra margin for extreme heat conditions. Warranty considerations for modified vehicles: tunes, aftermarket modifications, and track use often affect factory warranty regardless of oil choice — not specifically a Cerma issue but worth being aware of.

This package specifically includes Cermax 30,000-mile motor oil — the premium tier. The Cerma 15,000-mile version uses the same STM-3 SiC ceramic technology but at a lower SiC concentration and with standard additive package, priced more affordably per quart. If you prefer the value-tier 15K Cerma Oil, you have two options: (1) Look for a Cerma Performance Value Package (if available) — the equivalent bundle with Cerma 15K oil instead of Cermax 30K oil. Check the Cerma Value Packages section of the website, or call 239-344-9861 to inquire about Cerma-version pricing. (2) Buy components separately — the Engine Treatment is the same regardless of which oil tier you choose afterward. Buy Cerma STM-3 Gas Engine Treatment separately (~$105.60) plus 5–10 quarts of your preferred Cerma 15K viscosity (Cerma 5W-20, Cerma 5W-30, or Cerma 10W-30). Which tier should you choose? (1) Cerma (15K): lowest price per quart; 15,000-mile drain intervals; suitable if you change oil at normal intervals anyway; good fit for secondary/short-term-use vehicles; ideal for multi-vehicle households where you want ceramic protection at value pricing. (2) Cermax (30K — this package): premium per-quart pricing; 30,000-mile drain intervals (dramatic labor savings over time); best for primary vehicles you drive a lot, fleet use, commercial vehicles, long-term-keeper vehicles where cumulative ceramic benefit compounds; lowest total cost per mile despite higher per-quart pricing. Both use the same SiC ceramic technology and deliver the same engine protection benefits — the differences are drain interval capability and per-quart pricing. For first-time Cerma users trying the system, many choose Cermax (this package) for the flagship experience.