Questions and answers

Revitalizant is an additive for lubricants (gels, greases, oils) containing nanoparticles of a patented formula.

Revitalization is the interaction of revitalizant with friction surfaces while machines are running.

Revitalizant modifies (changes) the structure of part surfaces as they work, restores them and protects them from wear, extends service life and reduces friction losses.

It is the nanoscale size of revitalizant particles that links the interaction of friction surfaces in an engine at the atomic level to the macro effect: modified surfaces and longer service life.

What makes revitalizant unique is that it can return worn metal particles from the oil directly to the surfaces of rubbing parts! With revitalizant, instead of the usual wear we get restoration.

The process is shown step by step in the interactive model; measurements and sources are collected in the research section.

Interactive model of the processResearch and documents

It looks like a smooth glassy surface. Physically it is metal strengthened with metal carbides and carbon. The carbon content peaks at the surface, turning it into a diamond-like structure.

Revitalization achieves almost perfect hardening of rubbing parts, the key to a longer service life: an extra-strong surface layer on a metal base.

What makes revitalization unique is that it is not just about atomic layers but about real microns on the plungers of fuel injection pumps, several hundredths of a millimetre in an engine's cylinder-piston group, and tenths of a millimetre in industrial gearboxes¹.

The metal-ceramic layer cannot peel off in service. During revitalization, metal and metal carbides diffuse into each other to a depth of 10–30 µm¹.

There is no sharp boundary between the original surface and the metal-ceramic, so there are no conditions for cracks to form or for the metal-ceramic layer to peel off.

For many years, professionals who service heavy trucks have judged engine wear and condition by analysing used oil. The leading laboratories in this field are Oelcheck in Europe and Blackstone in America.

Along with key oil parameters such as viscosity, detergency and contamination, the amount of metallic wear products is measured. Which metal it is and how much of it is in the oil show whether the engine is wearing and which unit. For example, iron most often points to the cylinder-piston group, copper and lead to the crankshaft bearings, and so on.

We take a professional approach to assessing revitalizant: used-oil analyses show its real effectiveness, as the metal content of the oil goes down when it is used.

So it does not matter which oil is used (as long as it meets the manufacturer's specifications); what matters is that revitalizant has been added to it.

After revitalizant has been used, surfaces will not wear for a long time under normal operation of the car.

And if a small scratch appears on a cylinder wall, it will disappear thanks to revitalizant's unique restorative properties. The scratch will “heal”!

Experience with revitalizant shows that the protective coating remains even after 100,000 km. After that, it makes sense to repeat the revitalization cycle.

To keep the surfaces' restoring potential at the highest level, it is recommended to use XADO Atomic Oil with atomic revitalizant, or Atomic Metal Conditioner with revitalizant, at every oil change.

For high-mileage cars, fuel savings come primarily from compensating engine wear and restoring its operating parameters to their original values.

On a new engine, optimised mating surfaces and lower friction losses will help reduce costs in the future.

Higher emissions of harmful substances can be related to fuel quality and to the adjustment and operation of the fuel system. But the most common cause of increased emissions is engine wear. In that case revitalizant will definitely help.

Using revitalizant reduces emission figures tenfold, and some parameters a hundredfold.

The driver will feel more engine power and better throttle response, and will notice a change in the engine sound in different modes. The improvement is noticeable after only 50–100 km (30–60 miles) of driving after applying the product.

These improvements are the result of revitalizant's restorative action: it increases and evens out compression in the cylinders.

Revitalizant is effective at any stage of a car's life and is always useful. The most important thing is that the unit is in working order. Ideally, revitalizant should be used from the running-in period.

We believe that now that revitalizant has been discovered, using it in the first factory fill is simply essential. It brings undeniable benefits from the first minutes of running in an engine or transmission: parts bed in more gently, with less metal lost to swarf, as most of it returns to the modified coating.

From then on the engine hardly wears at all and runs like new: it does not lose power, its characteristics do not deteriorate, and it lasts longer.

In fact, it is an oversight that now that revitalizant has been discovered, a substance with such unique properties is not added to the oil when engines are assembled at the factory.

It is well known that engine oil gradually loses its properties in service and must be changed. The car manufacturer's oil-change recommendation is beyond doubt.

But few people realise that together with the used oil and the wear particles, part of the engine is drained away too. As a result, after 15–20 oil changes the engine has to be replaced or overhauled.

Yet you can do more than follow the recommendations and change the oil regularly: you can also return worn metal particles to where they belong, thanks to revitalizant. With the discovery of revitalizant, the phrase “Metal can be healed!” has come true.

Revitalizant is compatible with all types of oil. It does not react chemically with them and does not change their viscosity, physico-chemical or performance properties. The oil only carries revitalizant to the friction surfaces.

Complex products with revitalizant, such as RED BOOSTER and ATOMEX Complex Oil Treatment, also contain an additive package. They can change oil viscosity: this is the effect of the additives, not of revitalizant.

Note that used oil contains a lot of metallic wear products, so it makes sense to apply revitalizant to the old oil before changing it, for example together with RED FLUSH. This makes it possible to return part of the worn metal to the friction surfaces.

In addition to the usual gentle cleaning of the engine oil system before an oil change, RED FLUSH with revitalizant has a powerful restoring effect.

Even in a short time, 150–200 km of driving on oil with the flush, revitalizant captures the finest metal wear particles from the oil and returns them to the surfaces they were worn from.

This conclusion can be drawn by measuring the concentration of metal wear particles in the used oil before RED FLUSH and after it, just before the oil change.

Even if some additives were added to the engine before, they will not significantly affect the action of revitalizant.

No, revitalizant does not settle. After revitalizant is added, the engine should idle for 2–5 minutes. During this time revitalizant fully dissolves in the oil, even if the machine has not been used for a long time.

A special gel is made for motorcycles and other powersports vehicles.

When treating a four-stroke engine, revitalizant is added directly to the engine lubrication system.

Scooters with two-stroke engines can have a separate or a mixed lubrication system. With a separate system, revitalizant is added to the scooter's oil tank. With a mixed system, revitalizant is mixed with a small amount of oil and then added directly to the fuel tank.

First of all, the surfaces of friction pairs most subject to wear: cylinder walls and piston rings, camshaft lobes and followers (rocker arms, hydraulic lifters), timing-drive parts: chain and tensioners/guides.

To a much lesser extent, the plain bearings of the crankshaft and timing drive. Because of the lubrication conditions there, revitalizant works only at start-up or shutdown, when the oil film is not thick enough.

No, scuffing does not occur. Revitalization is a self-regulating process that requires friction between surfaces.

As surface roughness decreases and the coating forms, friction drops sharply and the growth of the surface stops.

No. Revitalizant dissolves completely in the oil and spreads through the system. Its particles are much smaller than the filter openings and pass easily through mesh filter elements.

Honing is there for relatively safe bedding-in of cylinder-piston group parts and for holding oil on the cylinder walls.

Revitalizant modifies the honing in the most loaded zone, near top dead centre, and leaves it unchanged in the unloaded zones.

High oil consumption has various causes: wear of cylinder-piston group parts, stuck or broken piston rings, damaged valve stem seals or oil leaks through seals. If the cause is wear, revitalizant will work.

The fuel injection system is one of the most expensive components of a modern diesel engine. Its high-precision mating parts, the plunger pair of the high-pressure fuel pump and the needle and nozzle pair of the injector, wear heavily when poor-quality or contaminated fuel is used. Revitalizant for fuel systems can not only protect but also restore the surfaces of the plunger and barrel pairs in the pump and the needle and nozzle pairs in the injector.

Experience with revitalizant shows that it is better to treat a diesel engine and its fuel system at the same time. This not only improves the engine, increasing its power, but also improves the high-pressure pump: fuel pressure rises and injection improves, which gives a stronger effect and saves fuel.

Revitalizant protects the turbocharger and extends its service life.

The turbo's plain bearings are lubricated by a relatively thick oil film (a hydrodynamic wedge) in almost all operating modes. Most bearing wear happens at start-up and shutdown, when this film is disrupted. It is at this moment of greatest wear that revitalizant comes into full action, forming a protective coating on the bearings.

There are two main reasons for a noisy gearbox. A hum can build up gradually, as gear teeth, bearings and shafts wear. In such cases revitalizant always helps.

Sometimes, however, a gearbox hums from the very start because of a manufacturing defect: the gear teeth do not mesh properly or sit too tightly. Revitalizant will work in this case too, but if the defects are significant, the noise may not go away.

First of all, the helical gears: revitalizant restores the tooth surfaces and so reduces hum and vibration. Noise goes down and shaft bearings last longer thanks to its action on their raceways.

Another group is the synchronisers, the parts responsible for smooth gear changes. They are made of soft alloys. Revitalizant effectively protects their metal contact surfaces. As a result, gears engage more easily and the “crunch” when shifting disappears.

Robotised gearboxes and dual-clutch gearboxes are advanced manual gearboxes. Revitalizant for gearboxes and reducers is recommended for treating them.

Jerks, jolts and delays when an automatic gearbox shifts are often caused by wear. Revitalizant acts on the key units of an automatic transmission: planetary gears, shaft bearings and valve body valves. It restores worn metal surfaces, reduces internal pressure losses, stabilises the unit and ensures smooth, quiet shifting.

Revitalizant does not affect the friction packs, clutches and brakes (contact pairs of steel discs and discs with non-metallic linings): there are no conditions for it to act there.

One of the causes of jerks, vibration, slipping and noise in a belt-type CVT when accelerating is wear. Revitalizant acts directly on the working surfaces of the pulleys, chain or belt, bearings and shafts, eliminates micro-damage, stabilises torque transmission and makes the CVT run smoothly and quietly.

Electric car reduction gears, Tesla's in particular, work in much harsher conditions than the transmission of a car with an internal combustion engine. Maximum torque is available at once from a standstill, and the gear surfaces in the reducer take significant peak loads. This shortens the reducer's life and leads to early replacement.

Using revitalizant for gearboxes and reducers in an electric car's reducer is simply vital. It will not change the nature of the loads on the reducer, but the metal-ceramic coating will reliably protect it and extend its life.

The internal combustion engine of a hybrid often runs on short trips and without warming up properly. Moisture builds up in the oil, an emulsion forms, and the oil's lubricating properties decline. Revitalizant solves this common hybrid problem while also improving overall fuel economy.

It is important to understand that in hybrids revitalizant works only in mechanical units with metal-to-metal contact and does not affect the electronics or the battery.

The engine and transmission of hybrids can interact with the electric part in various combinations, and all of them can be revitalized:

To choose the right grease with revitalizant, you need to assess how worn the bearing unit is.

The revitalization factor (RF) is a measure of how effectively a product restores and protects against wear.

Yes, it is. All products have sanitary approval for use in the food industry and are hygienically certified.