Being inthe repair industry I'll say it like this, for what it's worth. Since the Ultra-low sulpher fuel came onto the market I've had more calls from customers with fuel related issues than I ever had in the past.
Personally I've got a series 50 Detroit in my servce truck. With it each injector is it's own individual, electronically controlled injection pump, and injector, all rolled into one. With the low sulpher fuel I was getting 5-6 MPG normal and started getting 8-9 MPG when I began running additive. When the ultra-low hit my mileage dropped back down 5-6 MPG, with additive. Too, the fuel light never came on, but now, with the ULSD, and the new biodiesel mixes being forced down our throats, my fuel light comes on telling me there is moisture, etc in my fuel at least once a day. In other words if I'm not running additive to handle the loss of lubricity caused by the moisture in the fuel, I am doing nothing but asking for problems. To my eyes, problems are way more expensive than a $9 bottle of additive for every 250 gallons. Not to mention I figure I'm still gaining at least one MPG extra with additive and each extra mile is another $1.50 in my pocket to cover truck expenses, so at the end of the year it all adds up.
Tell me I am crazy, tell me I am stupid for not believing the hype from the governmental agencies that want/need us to believe they know better than us, but to that way of thinking I say this. You can say what you want, but my personal experiences tell me that what they want us all to believe, and what I KNOW, what I SEE with my own eyes, are two different things entirely. The way I see it the can say what they want to about the results of their tests, and in controlled experiments they can paint the pretty picture they want is to see, but under real world conditions there is a completely different picture being painted for those of us that are out there working with their 'results' every day.
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Today's Featured Article - Good As New - by Bill Goodwin. In the summer of 1995, my father, Russ Goodwin, and I acquired the 1945 Farmall B that my grandfather used as an overseer on a farm in Waynesboro, Georgia. After my grandfather’s death in 1955, J.P. Rollins, son of the landowner, used the tractor. In the winter 1985, while in his possession the engine block cracked and was unrepairable. He had told my father
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