1. Where do the Bishop’s Original Products come from?

  2. Why such unusual name?

  3. What are permafused lubricants?

  4. Do the special additives represent the same as oil additives and what is the difference between them?

  5. 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.

  6. What is the method of improving this process and reducing the wear?

  7. What are those materials and what was the treatment process?

  8. Can you provide more detailed information on the chemical lubrication process?

  9. How about the second generation? How does it differ from the previous one?

  10. What is the situation with the third generation additives? How do they function?

  11. What is the principle of micromolecular diffusion?

  12. What is the primary difference between chlorinated additives and Pfl?

  13. Why are those harmful products introduced to the markets?

  14. Why have such quality products reached the European market at such a late time?

  15. When and how to apply Bishop’s Original additives into engines?

  16. What will happen when we apply the additive into engine treated with other additives, e.g. by SLICK 50 or other EP additives?

  17. Can the Bishop’s Original additive be used in older engines?

  18. What will happen if I apply more additive than specified?

  19. How often do we have to repeat application of Bishop’s Original additives?

  20. 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?

  21. Can we apply Bishop’s Original additives in automatic transmissions?

  22. How many product types does Bishop’s Original offer?

  23. What should we note during presentation of individual products?

  24. How should we respond to a claim that it is better to buy Diesel oil for this money?

  25. A customer claims that no effects can be seen.

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.

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