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The original question that has not been answered is this: What difference will Camguard make in a well cared for engine? One that, a. has regular oil changes b. has more frequent oil changes before and after anticipated short duration period of inactivity c. for longer term inactivity is using preservation oil i.e. Aeroshell Fluid 2F. Ed if you'd care to comment?

Ed, I think he would squeal in agony if you poured it into his crankcase for free since you're not a trust-worthy big oil company!

I love watching everyone see how far they can urinate up the wall. Has anyone asked any of the engine rebuilders on their findings? Surely that is the true measure of success, is it not? Or perhaps some A&Ps who have worked on engines with and without treatment?

Not really. A proper AOA gauge tells you the entire lift spectrum of your wing ( ie a replacement for your airspeed indicator, and a much better/more useful representation of your ability to maintain flight). A stall warning just tells you when your wing hits a critical or measured AOA. The equivalent would be a ground proximity alarm vs an actual altimeter. I still maintain its a crime that GA aircraft aren't equipped standard with an AOA indicator. I can't imagine how many lives could have been saved by having one, as opposed to Airspeed, which is an inaccurate and sloppy way to determine your approach speeds and stall margins.

Methinks you are extremely ignorant of the limitations of modern corporate America as they relate to R&D, new product development, and especially testing. Ed previously described the test lab he developed at Exxon and all they went through, and then decided NOT to use his research and recommendations and chose the cheaper route to just copy Shell. "They" are never an authority...the specialized knowledge is developed, discovered and retained by individuals like Ed, and used or ignored by bean counters in management. That is the way it is on the airframe side of the aircraft industry, and I'm sure the oil side is quite similar....especially when their non-aviation business is magnitudes larger than the aviation business.

Ed, this is really very hard to believe? The fact is that Shell employs tons of mechanical and chemical engineers, chemists and statisticians globally. As does Exxon.Their life is spent on designing, testing and developing precise oils and additive package formulas. They run tons of tests upon tests on their formulations and they send them out for more tons of independent tests. The formulas they develop are synergistically balanced and as perfected as they can be.They bench test these things as well as test them on many many engines for many many years in as many ways as it is possible! I can't understand how you can say that Shell (and Exxon) don't understand our engines! I certainly think they do! They are the authority! The last thing I'd want to do is dump some additive in my engine randomly and unilaterally changing the formulation these professionals intended! It would be very, very ignorant to say the least!

Can't wait to follow you down to Az for the winters. Already have a homesite on Pegasus Airpark waiting to be built on. have lived in Denver for fourty years and I hate every snow flake I see. More every year. Summers in Denver and winters in Arizona sound wonderful to me.

The OP said they are using both preheater and the warm oil. I think it can't hurt. Years ago my '62 C was parked on the ramp in MA for a couple days when the temperatures were hitting highs of -10 F. There was no heated hanger space available. The morning I wanted to leave I had the FBO try to preheat the engine, but their preheater ran on propane which would not vaporize to keep the burner running for more than a couple minutes at a time. We plugged the sump heater in and I did exactly what the OP does; heated a couple quarts of oil in boiling water. The '62 C had a very specific cold weather starting procedure in the owners manual which included pumping the throttle and flipping the prop. Between the heated oil, sump heater, and many attempts to keep the FBO's preheater running we got the engine warm enough to feel warmth on the cowl and register on the oil temp gauge. Despite the predictions from the small crowd watching out the window, it started right up and got immediate normal oil pressure. It was a nice smooth flight home. Yes, the bush pilots will drain the oil and take it inside to warm up (or used to anyway) but they warm ALL the oil. If you leave frozen oil in the sump it can clog the pump. With multi viscosity oils and 'normal' cold temperatures (not -40 like in Alaska) that should not happen. Personally, I think adding some warm oil can't hurt and may help, but I would still flip the prop to help get it mixed up a bit. I solved most of my cold weather starting issues by moving to Arizona. I highly recommend it. Jim