PERFORMANCE REPORT ON
BISHOP´S ORIGINAL ENGINE PROTECTION
BY THE UNIVERSITY OF UTAH
ENGINEERING EXPERIMENTAL STATION
 
The test were performed using PfL Formula 101, Anti Wear Protection only.
The University of Utah Engineering Experimental Station conducted the test especially for:
1) Internal engine friction
2) Fuel consumption
3) Horsepower
4) Engine wear and oil galley clogging 
5) Exhaust emissions
 
These parameters have been measured both before and after the addition of the engine treatment
to the test engine.
The test were conducted in three phases. The first phase included 10 hours of testing to determine
the normal or baseline operating charactristics of the engine. Phase 2 consisted of running the engine
for 50 hours, or the approximate equivalence of 2500 miles, with the engine treatment added to the crankcase.
Finally, Phase 3, an additional 50 hours were put on the engine with fresh oil minus the treatment to determine
if indeed the wear surfaces had become plated, how quickly and beneficial effects would disapear. The test
comparisons were made with a standard high grade motor oil, and no conclusions or comparisions with synthetic 
oils have been made.
The manufacturer claims that the engine treatment will reduce friction, wear engine operating temperature, and
oil consumption, while increasing lubrication, horsepower and gas mileage. The engine treatment is a product
which is claimed to permanently bond to the bearing surfaces, reducing internal engine friction and thus giving
rise to the above effects.THe engine treatment is added to the crankcase of a normal auto engine during the oil
change, replacing one quart of oil. The manufacturer is currently alleging lifetime permanency.
 
Test Equipment :
 
The test were performed on a 6 cyl. Chevrolet 259 cu.in. engine set up in the Mechanical Engineering Department 
at the university of Utah. Power output is taken from the engine directly into a General Electric dynamometer which
acts as a variable load and can also be reserved to back drive the motor. The system is instrumented to measure 
following:
Engine RPM Engine operating time
Oil pressure Oil temperature
Block water temperature Manifold vacuum
Volume of fuel consumed Dynamometer output load
Dynamometer output power Internal engine friction
 
An oil filter adaptor, allowing the measurement of the pressure drop across the oil filter with a differential manometer
was conducted.
Exhaust emissions were measured on a Beckman Exhaus Analysis System.
 
Test procedure :
The engine was set up with a new filter (Fram PH 30), Pennzoil SAE 10W-40. The engine was run 10 hours at a moderate 
load. At the end of this run we got our base line data. The engine was then reassembled and the engine treatment was
added per the manufacturer´s instructions. The engine was then run 50 hours and data was obtained. The engine was 
drained and the oil was changed and ran an additional 50 hours to obtain final data sheets.
 
RESULTS :
 
Engine Friction Losses TABLE I
Baseline Treatment Time Treatment Time

Horsepower TABLE I

 0 Hrs.

50 Hrs.

% Decr.

100 Hrs. 

% Decr.

750

5,42

4,83

10,90

5,07

6,50

1 000

7,80

7,14

8,40

7,00

10,20

1 250

10,54

9,18

12,90

8,74

17,10

1 500

14,05

11,17

20,40

11,42

18,70

 
Average decrease = 13.1% Average decrease = 12.6% 
(Oil changed at 50 hrs.) 

Horsepower TABLE I

 0 Hrs.

50 Hrs.

% Decr.

100 Hrs. 

% Decr.

1 000

7,80

8,80

11,40

10,30

24,30

1 500

20,60

20,10

-2,50

20,20

-2,00

2 000

34,70

37,10

8,10

36,00

3,60

2 500

49,10

50,70

3,20

53,90

8,90

3 000

57,40

61,40

6,50

60,80

5,60

Average Increase = 12.4% Average Increase = 15.6%
(Oil changed at 50 hrs.) 
 
 

Specific Fuel Savings

 0 Hrs.

50 Hrs.

% Decr.

100 Hrs. 

% Decr.

1 000

0,32

0,26

18,8

0,25

21,9

1 500

0,26

0,21

19,2

0,20

23,0

2 000

0,20

0,18

10,0

0,17

15,0

2 500

0,19

0,16

5,2

0,16

15,8

3 000

0,17

0,16

5,8

0,15

11,8

 
Average = 11.8% Average = 17.5%
 
ENGINE FRICTION RESULTS
Repeatable data indicates that treating reduces internal forces due to friction by an average of 13.1% after 50 hours of
treatment wih the additive still in the crankcase. After an 50 hours without the engine treatment the engine still had a 
12.6% decrease in frictional forces over the original untreated engine indicates that the treatment is effective and remains 
so. 
 
HORSEPOWER RESULTS
An increase in power under light loading conditions of 12.4% after 50 hours of testing and of 15.6% for 50 additional
hours past the removal of the treatment was observed. The change in horsepower due to the treatment should be noticeable
to the driver. The increase in horsepower continued to increase as time went on, after treatment.
 
FUEL CONSUMPTION
The specific fuel consumption measured in gallons per horsepower per hour. The fuel savings with the engine treatment 
that could be expected on the road can be calculated from the test data shows the gas mileage would increase from 25.0 mpg
to 27.7 mpg. The fuel savings is due to the increase in the efficiency of the engine and the reduction of internal friction.
 
ENGINE WEAR
No measurable wear indicated. The decrease in friction should improve wear.
 
CONCLUSIONS
 
The treatment has been shown to reduce internal engine friction by 13.1% with the treatment inthe crankcase. The claimed
effect of reduction of internal friction even after removal of the additive appears to be correct. Emissions could not be measured
because of a breakdown of test equipment. Plating of the metal surfaces did occur. Oil filter clogging is not indicated.
 
This report was furnished in its entirety to the manufacturer and has been
shown in this abbreviated short form to be concise.

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