Recently purchased a gallon each of LUBE CONTROL and of FUEL POWER from Odis Beavers.
Terry Dysons and MolaKules comments (and report which I've now read) on these products -- and based on the solid comments each have made on a number of questions this board has posed -- convinced me the products were worth a try.
(And it didn't hurt that Odis is just up the road from me, so to speak.)
While the use of Lube Control has yet to be verified for results in my case of three cars (an analysis of LC usage and dose levels in a current fill of 0W-40 in the wifes' Jeep is due in about a month [and the current UOA has now been posted]), it has worked as promised in small machinery around the house.
It has certainly worked well in an aging rack & pinion in a 1979 Ford Fairmont as "morning sickness" has been eliminated from a 24-year old, 62k mile component, hopefully allowing a longer time before its' inevitable replacement. (More info from my experience with LC as time and testing allow).
It is the success of my use of Fuel Power that I would relate to those interested.
In my 1971 Chrysler it has (as did LUCAS Fuel Additive) smoothed out the idle considerably, especially after a hot soak. Unlike LUCAS I am not seeing additive build-up/discoloration on the sparkplugs, a real plus on this tired, 32-year old motor at 135k with two cylinders oiling a fair amount.
Immediately after purchasing these products my wife and I made a 2,030 mile round-trip to Chicago from Dallas. I had used one double-dosage of FP in this 2001 Cherokee (242-6, 2WD, automatic and option-loaded) for a single 350-mile tankfull in the days prior to departure.
The trip was made with the recommended dosage of an additional 1-oz LC per 1000-miles to the motor oil. The oil/filter were changed (fresh fill of M1 0W-40, and 3-oz of LC; LC also added in Molakules small recommended dose in auto trans and power steering -- these are both slated for a near future fluid change).
This same trip has been made on three earlier occasions: same roads, same weather, same weight loadings. Same speed as well (GPS-corrected 68 mph at 2,150 rpm). Used, as always, Mobil 87-octane, as well as a tank of Citgo.
Previously this trip returned mpg figures of 18-20 mpg, mostly at 18.5-19.75, for a median of 19 mpg.
Mileage this trip was a high of 24.75 mpg, and a low of 20.62 (10% ethanol in that fill on heavily loaded return trip. Outbound vehicle load was approximately 360-lbs, and return was 860-lbs [vehicle was nose high, a bit]); the median was 22.54 mpg.
I believe it could have gone higher had I been the only one driving, but had son behind wheel w/o cruise control a fair portion to impart some hard-earned driving/traffic-management techniques which ate into smoothness on the return trip.
While the numbers are nice, the difference between the mileage figures wound up being pretty well one "free" tank of fuel per every four/five, overall for highway cruising.
The car now idles more smoothly than ever before, and throttle response is noticeably more sensitive. The vehicle is a distinct pleasure to drive as a result. (Better than new, IMO!!)
These figures represent odometer readings on the car which covers 15k through the current 50k.
The mileage figures above are all since the 30k period to leave any high friction numbers alone as a result of slow break-in on this low rpm, straight-six engine. (First trip saw mpg as low as 17).
The cost of Fuel Power more than repaid its purchase price with this one trip. And I've barely used that gallon thus far!
I am looking forward to ideal conditions to test the maximum possible highway fuel mileage for this car. I was always quite disappointed that this lightweight little SUV was no better on fuel use than my nearly 5000-lb, longer-and-wider-than-a-Suburban 383-4V Chrysler.
And, as the cost of fuel drops dramatically with mileage increases through about 20 mpg, that point has always been the "magic number" in my mind in terms of tuning and in maintenance goals.
Higher numbers mean less and less to the old pocketbook in percentage terms beyond 20 mpg for the vehicle types we own and enjoy (rather, once 20 mpg is established on the older cars, tuning for power can again be addressed for a final perfect "dial-in").
To say that I am pleased with FUEL POWER is an understatement. I am very pleased to recommend it to anyone considering its use.
(And, no, I have no relationship with its owner beyond enjoying a glass of iced tea on the back porch).
Terry Dysons and MolaKules comments (and report which I've now read) on these products -- and based on the solid comments each have made on a number of questions this board has posed -- convinced me the products were worth a try.
(And it didn't hurt that Odis is just up the road from me, so to speak.)
While the use of Lube Control has yet to be verified for results in my case of three cars (an analysis of LC usage and dose levels in a current fill of 0W-40 in the wifes' Jeep is due in about a month [and the current UOA has now been posted]), it has worked as promised in small machinery around the house.
It has certainly worked well in an aging rack & pinion in a 1979 Ford Fairmont as "morning sickness" has been eliminated from a 24-year old, 62k mile component, hopefully allowing a longer time before its' inevitable replacement. (More info from my experience with LC as time and testing allow).
It is the success of my use of Fuel Power that I would relate to those interested.
In my 1971 Chrysler it has (as did LUCAS Fuel Additive) smoothed out the idle considerably, especially after a hot soak. Unlike LUCAS I am not seeing additive build-up/discoloration on the sparkplugs, a real plus on this tired, 32-year old motor at 135k with two cylinders oiling a fair amount.
Immediately after purchasing these products my wife and I made a 2,030 mile round-trip to Chicago from Dallas. I had used one double-dosage of FP in this 2001 Cherokee (242-6, 2WD, automatic and option-loaded) for a single 350-mile tankfull in the days prior to departure.
The trip was made with the recommended dosage of an additional 1-oz LC per 1000-miles to the motor oil. The oil/filter were changed (fresh fill of M1 0W-40, and 3-oz of LC; LC also added in Molakules small recommended dose in auto trans and power steering -- these are both slated for a near future fluid change).
This same trip has been made on three earlier occasions: same roads, same weather, same weight loadings. Same speed as well (GPS-corrected 68 mph at 2,150 rpm). Used, as always, Mobil 87-octane, as well as a tank of Citgo.
Previously this trip returned mpg figures of 18-20 mpg, mostly at 18.5-19.75, for a median of 19 mpg.
Mileage this trip was a high of 24.75 mpg, and a low of 20.62 (10% ethanol in that fill on heavily loaded return trip. Outbound vehicle load was approximately 360-lbs, and return was 860-lbs [vehicle was nose high, a bit]); the median was 22.54 mpg.
I believe it could have gone higher had I been the only one driving, but had son behind wheel w/o cruise control a fair portion to impart some hard-earned driving/traffic-management techniques which ate into smoothness on the return trip.
While the numbers are nice, the difference between the mileage figures wound up being pretty well one "free" tank of fuel per every four/five, overall for highway cruising.
The car now idles more smoothly than ever before, and throttle response is noticeably more sensitive. The vehicle is a distinct pleasure to drive as a result. (Better than new, IMO!!)
These figures represent odometer readings on the car which covers 15k through the current 50k.
The mileage figures above are all since the 30k period to leave any high friction numbers alone as a result of slow break-in on this low rpm, straight-six engine. (First trip saw mpg as low as 17).
The cost of Fuel Power more than repaid its purchase price with this one trip. And I've barely used that gallon thus far!
I am looking forward to ideal conditions to test the maximum possible highway fuel mileage for this car. I was always quite disappointed that this lightweight little SUV was no better on fuel use than my nearly 5000-lb, longer-and-wider-than-a-Suburban 383-4V Chrysler.
And, as the cost of fuel drops dramatically with mileage increases through about 20 mpg, that point has always been the "magic number" in my mind in terms of tuning and in maintenance goals.
Higher numbers mean less and less to the old pocketbook in percentage terms beyond 20 mpg for the vehicle types we own and enjoy (rather, once 20 mpg is established on the older cars, tuning for power can again be addressed for a final perfect "dial-in").
To say that I am pleased with FUEL POWER is an understatement. I am very pleased to recommend it to anyone considering its use.
(And, no, I have no relationship with its owner