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Q:
Where do the Bishop’s Original Products come
from?
A: These are
products manufactured by Bishop’s Original
Products Inc, a Houston-based company. The
company specializes in permafused lubricants.
Q: Why such
unusual name?
A: The name of
products and the company itself is linked with
John Bishop, who is one of the most respected
experts in the field of special chemistry of
lubricants and, at the same time, he is the
inventor of so called permafused lubricants.
Q: What are
permafused lubricants?
A: This term
applies especially to the special oil additives,
which operate on the principle of so called
permanent diffusion of lubricants.
Q: Do the special
additives represent the same as oil additives
and what is the difference between them?
A: In our case we
are not dealing with oil additives, but rather
with substances facilitating, in a certain way,
the lubrication process by improving the metal
surfaces at the contact point. The treatment
methods may differ and they are classified into
several generations depending on the material
used. Oil additives are the keystones on the
individual oil types. Special additives are so
called conditioners, the effects of which act
upon the metal treated only and oil serves as a
carrying medium.
Q: Why should we
add anything to an oil? All oil manufacturers
claim that their oils are so good that they do
not require any additional treatment.
A: The oil
manufacturers and their distributors are right,
to a certain extent. Their answer is true in
case of a common lubrication and usual
conditions in the lubrication process. However,
we should not forget that even under normal
conditions a certain part of the lubrication
process represents so called extreme lubrication
under the mixed friction process, when even the
best lubricants fail and significant wear growth
occurs. This process is usually initiated by the
high pressure and temperature, when the
lubricating properties of oils deteriorate
sharply.
Q: What is the
method of improving this process and reducing
the wear?
A: A number of
experts dealt with issues connected with the
mixed friction during the entire development
process of new lubricants and this process has
continued until now. All of them strived to
invent a method to achieve a hydrodynamic
lubrication, which would be an ideal condition.
After reaching the hydrodynamic lubrication, the
parts would float on an ideal lubricating film
and wear would be reduced to an absolute
minimum. New and more sophisticated lubricants
have been developed constantly. One of the
venues that can be used in this process is a
protection of the friction surfaces by
application of another substance with a low
friction coefficient. Substances with a high
lubricity and thermal stability have been known
for quite some time. These were used to reduce
the friction and wear of metallic surfaces.
Q: What are those
materials and what was the treatment process?
A: As already
stated at the beginning, the treatment process
of metallic surfaces can be classified into
three generations depending on the type of
effect of the material applied. The individual
generations can be described generally as
follows:
1st
generation: Chemical lubrication – active
surface improvement using controlled chemical
aggression of soft metals and oxidants (usual
oil additives).
2nd
generation: Application of the low friction
coefficient substance onto the surface.
3rd
generation: Oil additives based on the
surface micromolecular diffusion principle.
Q: Can you
provide more detailed information on the
chemical lubrication process?
A: The first
generation additives and their lubricating
process include all oil lubricating additives,
which are included in all current oils. A thin
film of soft salts and oxidants is formed during
the friction process, which
is renewed continuously. This film, however, is
subject to the ageing process and it is highly
influenced by the amount of contaminants present
in an oil and chemical reaction products. Thus,
this is so called active lubrication.
Q: How about the
second generation? How does it differ from the
previous one?
A: As for the
second generation, this method involves so
called passive lubrication by solid particles. A
number of materials have such a property that
they are able to ensure very good sliding
conditions of the friction surfaces thanks to
their low friction coefficient. These include
e.g. graphite, MoS2, PTFE, or other
solid materials. The surface treatment principle
consists in application of a certain protective
film on the metallic surface, which improves the
lubricating properties. The application process
is of a long-term nature and a perfect
distribution of the material over the entire
surface cannot be achieved; effects claimed by
the manufacturers are not reached in these
cases. Several testing laboratories confirmed
that the friction coefficient of PTFE is higher
compared with the current engine oils. PTFE can
be applied onto the metallic surface in vacuum
only at a high temperature of the base material
(metal). Thus, utilization of PTFE in internal
combustion engines is not feasible at all. The
products cannot be applied in the new and tight
devices; these are strictly forbidden by the
engine manufacturers. These products performed
very well in transmission systems. Their
application decreases rapidly at the present
time. They are mostly contained in plastic
lubricants, where their utilization is
substantiated and effects are highly beneficial.
The second generation products include
especially SLICK 50 (produced since 1984),
EKOLUBE, NULON, SVEDOL, OEM and many others.
PLEASE NOTE!
One vital information has to be provided with
respect to SLICK 50. This information concerns
only additives produced after 1984. John Bishop
gave his original permafused additive invented
in 1975 name SLICK 50 and had a number of tests
performed. In 1984, however, John Bishop’s
partners in Petrolon company applied for a
trademark covering his entire technology and
they had it patented. A lawsuit was initiated
and Mr. Bishop discontinued deliveries of
original permafused additives. In order to save
the business, Mr. Bishop’s former partners
started producing an additive containing PTFE
and they were selling the product under the same
name. PETROLON company was misusing the test
results pertaining to the original permafused
technology for presentation of their PTFE-based
additive until 1994. The court award of 1994
rectified the issue. Users, however, have
continued perceiving SLICK 50 as PTFE-containing
additive. Quaker State company (successor of
PETROLON) was given a $10 million fine in 1997
by FTC for a false advertising of SLICK 50.
There are
numerous products on the market, which are
claimed to cover the metallic surface unevenness
with a material consisting of lead, copper and
silver (Lubrifilm) and these materials are
assigned almost miraculous properties.
Nevertheless, the process declared will not
occur in an engine and all material (if you
succeed to stir it up at all) is caught in the
filter and it will not reach the respective
surfaces. These products could be used for
gearboxes; their application in engines does not
bring any benefits whatsoever. Such products
include Engine Restorer, ENEX, and other.
Similar material types were tested in several
renowned laboratories which confirmed that the
materials do not show effects claimed by their
manufacturers and that money spent on these
products is in fact wasted money. Some oils
containing especially MoS2 are
available on the domestic market. Application of
these products initiates dimensional changes of
devices with a risk of lubricant leakage and
resulting seizing. These products cannot be used
in new equipment!
Q: What is the
situation with the third generation additives?
How do they function?
A: The third
generation additives differ significantly from
the previous two groups. The principle of their
action is so called micromolecular diffusion
into the metallic surface. This means that the
material penetrates into the metallic surfaces
in a certain way and thus creates a highly
lubricious film connected firmly with the base
metal. Thanks to this process a protective
lubricious film is not formed on the metallic
surface and therefore no dimensional change
occurs. Changes take place inside the metallic
surface instead. The protective film adheres
perfectly and there is no risk of its
separation.
What is the
keystone of this process? The third generation
additives are divided into two groups. The first
group includes so called EP (Extreme Pressure)
additives. Besides the specialized group of EP
additives, which are included e.g. in gear oils,
these include mainly products based on halogen
derivatives (containing chlorine or fluorine).
The second group comprises highly specialized
additive based on the petroleum distillates.
This additive was invented in 1975 and it was
patented in 1976. The permanent lubricant
diffusion principle (PflTM) was
discovered when developing this additive and it
was also patented in 1976. The inventor and
author of patents is Mr. John Bishop, who is,
coincidentally, also the inventor of SLICK 50.
In the following section we will cover the
individual stages of function of the third
generation additives and differences between the
chlorine-based EP additives and additive by
Bishop’s Original.
Q: What is the
principle of micromolecular diffusion?
A: Micromolecular
substances are also referred to as intelligent
three-stage action additives.
During the
first stage the additive cleans the sliding
surface perfectly and ensures its polarization.
Individual molecules are linked to the activated
surface and a passive lubricating film is
formed.
In the second
stage the passive molecular film is compressed
due to the growing pressure and the active
lubrication process is started. Individual
additive molecules adhere to the metallic
surface tightly through the free valence bonds
and create a sliding “mat”, which is connected
with the surface firmly. Thickness of such
protective flexible layer reaches up to 2
microns. Individual uneven areas are thus
covered without damaging the surface and
integrity of the lubricating film. The process
is reversible.
Activation of
the contact film occurs in the third stage at
the extreme pressure growth and microdiffusion
of the additive into the surface takes place in
the area of the highest pressures. Due to a high
pressure and temperature the additive penetrates
to the microcracks and compact protective shield
is formed, which offers long-term protective
properties. Surface abrasion does not occur
during this process, but rather "polishing",
i.e. plastic deformation, in micron dimensions.
The surface is, in fact, impregnated by the
lubricant.
Q: What is the
primary difference between chlorinated additives
and Pfl?
A: It is
generally known that chlorine is an outstanding
high-pressure lubricant. If we considered its
lubricating properties only, the wear problems
would be resolved entirely. On the other hand,
chlorine is highly toxic and aggressive
substance causing a strong corrosion of
materials and, in addition to this, it is highly
harmful to the environment. Due to this,
application of chlorine additives into oils was
discontinued more than 40 years ago. Chlorine
was then replaced with a safe additive,
generally called ZDDP
(zincdialkyldithiophosphate). All additives
offered on the domestic market, which are
claimed to have miraculous properties, indicate
the presence of chlorine. Moreover, chlorine is
bonded in the gaseous form. Manufacturers
mislead the customers saying that their products
contain chloroesters instead of chloroparaffin,
which are allegedly “highly stable” and that
this is allegedly a “new technology”. This
information is untrue and misleading. Additives
of this type are as inefficient as other
chlorine additives.
As a matter
of interest, according to U.S. sources, e.g.
Super DuraLube contains 6.8% and Prolong more
than 30% of chlorine. These additives may, in
fact, damage engines instead of helping them
(see article by Bob Sikorski of May 1, 1997 – a
member of SAE and the Society of Tribologists
and Lubrication Engineers, USA). Another
misleading advertising information is that
additives contain "highly stable chloroesters
instead of chloroparaffin." This information is
untrue. Chloroesters are less stable than
chloroparaffins. Chloroesters contain 30-35% of
chlorine, while chloroparaffins 40-60%.
Additives of this type are EP additives for
cutting oils and their application has been
discontinued completely (they are more or less
prohibited for environmental reasons). They are
totally unsuitable as additives into engine
oils.
PflTM
additives based on the petroleum distillates, on
the other hand, do not contain any chlorine.
Hydrocarbons were extracted from the petroleum
base through a special technology and they were
combined into a new substance with outstanding
lubricating properties and ability to penetrate
into metallic surfaces.
In the
previous answer you learned about the surface
impregnation by a lubricant. What is the
difference between individual types of
additives? The film thickness of chlorine
additives is only hundredths of microns. The
film is formed by salts and therefore it is not
continuous on the surface of friction parts. At
the same time, surfaces of nonferrous metals
(formulations) are attacked by forming a hard
“crust”, which subsequently cracks and damages
the surface. Pfl™ additives form a homogenous
film with 1-2 micron thickness ensuring a
perfect and long-term protection. In addition to
this, these additives do not influence
composition nor quality of oils, which is not
the case of chlorine additives. Some of the
additives also contain a high amount of sulpnur,
which results in exclusion of copper from
formulations and subsequent damage of some oil
additives. Decomposition of oil occurs and its
lubricating properties deteriorate. Numerous
distributors of these products claim that their
additives function on the “controlled corrosion”
principle. Corrosion, however, cannot be
controlled and a surface damage is involved in
any case.
From the
above reasoning it is obvious that additives
containing chlorine and a high percentage of
sulpnur are not particularly suitable for engines
and they may result in damage instead. Thus,
when selecting a suitable additive we recommend
to find out on what basis it was made. You
should always require petroleum-based products.
You will identify them according to a
characteristic oil odour and oily appearance.
They must not be transparent with a
characteristic odor of synthetic substances.
FTC took
interest in a line of products claiming almost
miraculous results and its findings were
summarized in appropriate test reports. The
results indicate that DuraLube and PROLONG
(products based on chlorinated hydrocarbons)
advertising is false and misleading and that
these products do not show any positive effects.
Results of Motor Up and STP Engine Treatment
products were identical (see Internet – FTC.gov
or EPA.gov – Environmental Protection Agency).
Original test reports for individual products
can be found on these websites.
MILITEC-1 or
METALTEC-1 additives area also chlorine-based.
Advertising materials of these products state
numerous misleading and incorrect information.
These are ordinary chlorine EP additives, which
were used only as sliding additives into cutting
fluids and some types of hydraulic oils. These
additives are currently prohibited due to
hygienic reasons.
Q: Why are those
harmful products introduced to the markets?
A: One of the
reasons is a fact that the original technology
and the microdiffusion process are patented and
nobody may misuse them. On the other hand,
something, which brings revolution in the field
of the surface wear protection was discovered.
When quality technologies could not be used,
various would-be experts produced imitations,
for which they claimed “miraculous” effects.
They are using fancy commercials, where cars or
aircraft operate without oil, engines run
submerged in water and buried under dust, and so
on. All of these effects are achieved thanks to
a high chlorine concentration, however, they are
short-term, i.e. until chlorine volatilizes.
Then the situation becomes the same as before
applying the additive. If these effects were
long-term, individual distributors would provide
users with results of the long-term engine
testing. None of them has those results and they
are excusing this fact by high costs and similar
reasons. Only Bishop’s Original additives were
subjected to the long-term engine testing in
Chevrolet (University of Utah), Renault
(University of Nantes), and Teledyne (aircraft
piston engine – RAM Aircraft Modification, USA)
engines.
A number of verification tests took place in the
Czech Republic, especially based on a long-term
observation of engine wear by the ELF ANAC
system, and a long-term monitoring of car
operation in private businesses.
Q: Why have such
quality products reached the European market at
such a late time?
A: In order to
answer this question, we have to say a bit about
Mr. Bishop and his business activities. As
already mentioned, Mr. Bishop is a leading
expert in the field of additives. He has been
engaged in this industry for more than 35 years
and he is a recognized expert. He achieved an
extraordinary success in 1975 by inventing the
in-depth microdiffusion and by patenting his
invention. We can consider this year a start of
his business activities. All beginnings are
difficult and this particularly applies to new
and unique products. Series of tests were
performed initially and currently we can say
that Bishop’s Original products have been the
longest and best-tested products on the U.S.
market. The products have been tested for 18
years by the renowned testing laboratories and
numerous corporations and private businesses. We
encountered outstanding references everywhere.
Mr. Bishop met three partners in 1978 and they
started distributing products under SLICK 50
trademark under a large MLM company. In the mean
time, the permafused products were distributed
in USA also under another names. Petrolon
company was established, which become known also
in Europe thanks to SLICK 50. Due to a dispute
among partners, when Petrolon company registered
a trademark for all products of Mr. Bishop, a
lawsuit took place and Mr. Bishop later left
Petrolon. The original permafused SLICK 50 was
”substituted” with a Teflon product. This
unpleasant experience brought Mr. Bishop to a
decision to continue doing business only himself
and to market all of his products under Bishop’s
Original Products trademark. No other company
has obtained these products from him anymore
since that time. It was inevitable for him to
re-establish all business contacts in Americas,
Africa, Australia, and other countries. He did
not have enough time to devote to Europe and his
products were missing on this market, where they
were substituted with various "junk", as Mr.
Bishop said. These would-be substitute products
corrupt the perception of additives and they are
ranked into the same group together with other
quality products.
After
numerous junk products, which were brought here
by “guaranteed renowned companies”, the work
with Bishop’s Original products will require
considerable efforts. However, we will strive to
provide you with all necessary materials and the
strongest arguments with no counterargument.
Thanks to the current experience we are
convinced that we will provide you with the best
you can get in the world at the present time. In
addition to this, you will be able to use the
results from our testing laboratories and
standpoints of our leading experts including
possible promotion in TV, which will bring the
biggest benefits to your activities.
Q: When and how
to apply Bishop’s Original additives into
engines?
A: Bishop’s
Original additives are either added to a new oil
right after its replacement or not more than
3,000 km of using the oil. Two pre-requisites,
however, need to be adhered to. The additive
shall not be applied in new engines prior to
completing the run-in period, i.e. we recommend
to drive at least 10,000 km. You may also apply
the product during the first warranty
replacement after 10-15,000 km. The additive
shall be present in an engine for at least 2,500
km (or 4,500 km for trucks) to allow a perfect
treatment of all surfaces. If oil was replaced
before driving the above distance, the treatment
would have to be repeated! Engine treatment does
not require any special precautions. Engine does
need to be warmed up and it is not necessary to
drive a car after treatment. We recommend to
keep the engine running for several minutes
after pouring the additive to ensure a thorough
mixing with oil.
Q: What will
happen when we apply the additive into engine
treated with other additives, e.g. by SLICK 50
or other EP additives?
A: Molecular
additives do not show any effects on these
materials. However, we recommend to replace oil
and not to apply the additive to oil already
containing another product. Bishop’s Original
additive creates a perfect shield on all places.
We recommend to check the filter after
application, since the Bishop’s Original
additives show very good cleaning effects and a
complete engine will get cleaned gradually.
Despite this there is no risk of a forced carbon
release and channel clogging. Carbon is released
slowly and leaves to the filter. Thus, we
recommend to check the filter condition after
running approx. 1,000 km for older engines.
Q: Can the
Bishop’s Original additive be used in older
engines?
A: It needs to be
considered first what an older engine means. If
this refers to an engine with such considerable
mechanical wear that it is kept together by the
power of the carbon layer, it is useless to add
anything to such an engine. If the engine was
treated properly and oil replacements were
performed regularly, then application of the
additive is highly desirable. Application will
reduce considerably the passive resistances of
an engine having increased by a long-term
operation. Operating properties, noise levels,
and smoke levels will improve and engine
operation will calm down generally. Improvement
is more distinct for older engines than for
brand new ones. Bishop’s Original additive can
be used at any time, i.e. application does not
depend on the engine age.
Q: What will
happen if I apply more additive than specified?
A: Basically
nothing. The manufacturer has specified the
recommended dose which is sufficient and
exceeding it does not bring any benefits.
Excessive quantity does not improve the effect
and financially this is wasted money.
Q: How often do
we have to repeat application of Bishop’s
Original additives?
A: The
manufacturer recommends to reapply the additive
either each 150,000 kilometers driven during one
year or regularly each 12 months. It does not
matter how may oil replacements were carried out
in the mean time. Repeated treatment each year
is connected with the ageing process of petroleum
products. Even oil manufacturers recommend to
replace oil once a year or after driving
specified distance. The quality and thickness of
the protective film ensure a perfect protection
of the metallic surface for the entire period
specified. We recommend to observe oil
replacement intervals determined by the car
manufacturer for given oil type. For gear oils
it is recommended to apply the additive during
each replacement, usually after 40,000 km. If
Bishop’s Original oil stabilizers are used, the
oil service life may even double (XLO-G7500 and
XLO-D3500 formulations).
Q: There are many additives in
our market, which are claimed to be capable of
mixing with any oil type. Is this the case with
Bishop’s
Original additives?
A: Each oil type
is specific and behaves in a slightly different
way (we are referring to engine, gear,
hydraulic, or industrial oils). Therefore, it
cannot be said with a complete confidence that
universal additive exists. As for the chlorine
additives, a number of cases of oil
incompatibility with additive have been
identified. We refer to compromised chemical
stability resulting in deteriorated lubricating
properties.
Bishop’s
Original additives are produced as specialized
additives designed for individual oil types.
Thus, there are separate types for gasoline
petrol and
Diesel engines. The same applies to gear oils
and fluids. You may choose additive developed
for the specific device type.
Q: Can we apply
Bishop’s Original additives in automatic
transmissions?
A: Special formulation (#127)
is designed for automatic
transmission vehicles. This additive is added to
the automatic gearbox fluid. No other type of
gearbox additives may be used for this purpose.
Q: How many
product types does Bishop’s Original offer?
A: As already
mentioned, Bishop’s Original products can be
divided into six groups depending on their
application field.
The first
group comprises engine oil additives for all
types of car, truck, ship, aircraft, motorbike
engines and motors of small garden and forest
machinery.
The second
group contains oil cleaning and stabilization
additives.
The third
group includes fuel additives, both single-time
designed for preservation of the fuel system and
combustion chambers, and permanent fuel
additives. These additives are designed
especially for treating Diesel oil.
The fourth
group comprises gear oil and fluid additives.
These include additives for classic
transmissions, automatic transmissions, 4WD
transmissions, differential gears, and so on.
The fifth
group includes special products, i.e. plastic
greases, special multipurpose lubricants, and
finally deodorants.
The sixth
group contains special components for production
of biodiesel oil and bio-oils, aviation fuels,
and oil.
Q: What should we
note during presentation of individual products?
A: As for engine
oil additives, it is vital to note that
individual additives may not be interchanged and
that the 460-G or 400-D formulations must not be
substituted with the 906 GDC additive. The 906
GDC additive is designed for the high-power
towing vehicles and trucks. Thus, we cannot
guarantee exactly identical effects when applied
in passenger cars. You will certainly encounter
such opinions or application possibilities.
In addition
to the above please draw attention to a fact
when an additive can be applied - not sooner
than after the initial run-in period, i.e. after
at least 10,000 kilometers driven. The additive
shall remain in an oil for at least 2,500 km (up
to 5,000 km for trucks) in order to ensure a
perfect treatment of all friction surfaces.
As for
cleaning and stabilization additives –
formulation 501 – the sludge releasing additive
is highly suitable for older engines or it can
be re-used each 3rd oil replacement
to clean the engine. The engine will only
benefit from this. You will remove all deposits
and impurities, which settled in the engine case
and on walls. Formulation 550 should always be
used after previous engine cleaning by
formulation 501. Oil stabilizers are recommended
particularly for building machinery, quarry
trucks, and so on. They are suitable for
applications, where a high thermal loading of
engines and thus considerably quicker oil wear
occur.
As far as
fuel additives are concerned, it needs to be
stressed out that the primary task of these
additives is to clean the entire fuel system
including combustion chamber, valves, glow-plugs
and spark plugs, and
to improve the whole combustion process
generally. Secondly, these additives form a
protective insulating film inside the cylinder
heads; this is important to ensure a long
service life and to reduce the thermal loading
of the material. Other fuel additives are used
in Diesel oil especially during the winter
season.
The following
applies to gear oil additives generally.
Identify the transmission type (manual or
automatic). Classic additive must not be used in
automatic transmission; special additive for
automatic transmission fluids (127) is designed
for this purpose. Special formulation is also
available for 4WD transmissions. Formulations
842 and 844 are interchangeable, whereas
concentration of formulation 844 is higher than
concentration of 842. Otherwise these are, in
fact, identical media.
Plastic
greases may not be mixed with other products.
The device has to be washed prior to using
this product. Formulation 477 is a plastic
grease without drop point on a non-soap basis (montmorillonite
or bentonite). In practice this means that this
grease can be used for all high loading
situations at higher thermal loading. Separation
greases can be used for lubricating the low RPM
equipment at very high temperatures or for
lubricating bolts in furnaces. Threads and nuts
are thus protected against sintering due to high
temperatures.
Aerosol
lubricants can be used successfully for
treatment of cutting tools (drills, milling
cutters, cutters, and so on). Thanks to their
outstanding anticorrosive properties they can be
used for anticorrosive treatment of steel
surfaces in civil engineering, for treating
internal spaces of ski-tow poles, for treating
cavities in cars, and for many other
applications.
The deodorant
is described in detail in a separate brochure.
There are certainly numerous application
possibilities, such as removal of odours in cars,
in rooms after mixing paints, and so on.
Q: How should we
respond to a claim that it is better to buy
Diesel oil for this money?
A: Private road
freight carriers will most probably raise this
issue. You can respond as follows: It has been
proven that the fuel consumption of a truck is
reduced by about 1.5-2 liters per 100 km. With
the average fuel price of CZK 23 per liter they
can save approx. CZK 35 per 100 km. If we assume
an average annual distance of 100,000 km per
truck, the annual fuel costs are cut by CZK
35,000. This is certainly an interesting amount
in view of the fact that the costs of treatment
to be spent by such carrier will not exceed CZK
4,000 per year, VAT included. Anybody is able to
calculate savings, for sure. This calculation,
however, does not include prospective engine
overhaul costs, which will be reduced
considerably in case of a regular engine
treatment, since the engine service life will
double or possibly get even better. Oil service
life will be extended when oil stabilizers are
used. Leave a prospective customer consider
this. A long-term monitoring of AVIA 31 TL Turbo
truck proved savings of approx. CZK 175,000 per
3 years of vehicle operation with Bishop’s
Original additives with the overall costs of
about CZK 9,000.
Other effects include
enhancement of
ennacement or engine
power, engine calming down, and reduced noise
levels. These have significant psychological effects
on drivers. When an engine operates smoothly, a
driver is satisfied and this influences
positively the overall driving performance. If a
truck is “lazy”, the driver is nervous and this
may result in accidents.
The most
important thing is that at least one serious
driver tries Bishop’s Original products – if
such driver is satisfied, s/he will make the
best advertising for the product and such
information then spreads as an avalanche.
Experience are shared among drivers especially
when they are waiting in long queues at the
border crossings. Thus it is desirable that any
of these drivers has information brochures for
Bishop’s Original products.
Q: A customer
claims that no effects can be seen.
A: As already
mentioned before, the time necessary for
treating the friction surfaces is considerably
longer compared with the chlorine-based
additives. Therefore, effects often become
aperant after quite some time. Customers are
recommended to record some vehicle operating
data, such as km driven per full tank, since the
application. This way they may obtain a
relatively trustworthy proof of the reduced fuel
consumption (longer distance driven per one
tank). The process requires a certain level of
diligence when monitoring the selected
indicator. One should not say that something
does not work before he/she validates the
effects of a product. In the case of engines this is
even more complicated in view of the fact that
the whole process involves longer time period.
What drivers will
undoubtedly appreciate is the greater
flexibility and smoother running of their
engines. |
