(Editor's note: This is part 1 of a 2-part story on fuel costs and competitive fishing.)

One of professional bass fishing's greatest qualities has always been how the pros relate to the fans, and vice versa. That's especially true when it comes to the rising cost of gasoline, where everyone's in the same boat. We all feel the sting, whether the sport takes us to the next county or across the country. Bass boats eat gas, and so do tow vehicles.



While innovations in outboards and truck engines continue to squeeze more out of every drop of fuel, rising prices at the pump continue to put the squeeze on bass anglers, particularly the touring pros.

BassFan talked with four tour-level anglers – one relative newcomer, two established pros and one living legend – to learn how the price hikes have impacted them and the sport of bass fishing.

Burning It at Both Ends

As of May 2, 2005 the U.S. average price for a gallon of unleaded gas stood at $2.23. Filling up a full-size tow vehicle eats $50 or more. For a 50-plus gallon boat tank, you're parting with at least $100. Most tour pros live on the road (and the water) for 200 days each year, and burning gas is an everyday deal.

When Mike Reynolds first came east from California to fish the Bassmaster Tour, gas prices averaged around $1.50 nationwide. Just 2 years later, a $6,000 annual expense grew to more than $10,000.

"I'm 3,400 miles from Florida," said the 2003 BassFan.com Rookie of the Year. "That's a lot of miles and a lot of gallons – and that's just getting to the first event. (Fuel price) increases kill you a nickel and dime at a time. It all adds up to thousands of dollars when you start talking boats and trucks."

Arizona's Mark Tyler, like Reynolds and other Western pros, has been hit especially hard. The added distance he must travel to compete, when compared to anglers living in the South – or anywhere east of the Continental Divide – is staggering. That's why he, like other Western sticks, keeps his rig eastside throughout the season and flies home during breaks between tournaments.

"After I finished my 2004 taxes, I spent something like 3 grand more on gas for my truck this year, and about $1,700 more on boat gas," Tyler said. "That's a great tournament finish right there, just to get back where you were (vs. his 2003 expenses)."

Both Reynolds and Tyler said fuel costs represent about 25 percent of their tour-related expenses. Contrary to what many fans may believe, the vast majority of tour anglers pay for fuel out of their own pockets, even the superstars.

Denny Brauer said: "I'd love to have Citgo or somebody like that as a sponsor, but I've always paid for my own gas. I couldn't say for sure how much more I've spent on fuel lately, but all I know is a $100 bill doesn't go very far anymore."

Better, But Not Good

For nearly every angler at the tour level, the tow vehicle of choice remains a full-sized truck or SUV. There aren't many alternatives available for comfortably pulling a 21-foot glass boat with a 225-hp or larger outboard. Though outboard manufacturers have made significant strides in building more fuel-efficient powerheads, the automakers have done relatively little.

Brauer has driven Chevy Suburbans for years and has always averaged around 12 mpg. "I don't remember getting any better than that, ever," he said. "And I know it's never been good."

His new Evinrude E-Tec, however, has made a noticeable improvement in efficiency and, unlike his vehicle, has helped offset some of the higher fuel costs. "I thought our old motor (Evinrude HO) was good, but this one is even better," he said. "Percentage-wise, I can't tell you how much better – I'm sure the engineers could. But I can go farther with it than (with) the HO, and the HO was a huge a step forward."

Reynolds runs the new 225 Mercury OptiMax Pro XS. He typically forks over $250 for boat gas over the course of an average tournament, including practice. He said his first OptiMax gave him a major boost in fuel efficiency versus his old EFI Merc, but the new Pro XS OptiMax drinks a little more than the original.

"They bumped up the RPMs, from about 5,400 to 5,800 (at full throttle), so you're losing a little there," he said. "But they're still a lot better than the old EFIs. I ran them for years, and those things were guzzlers."

Changing trucks didn't result in the same kind of savings for him. His new Dodge 1500 HEMI gives him "about 13 mpg, towing a boat," compared to the 14 to 15 mpg he used to get from his Chevys and GMCs (smaller engine models). "I love the power, though," he said. "Those HEMIs will suck down the gas, but I can hit a big hill and not lose a thing."

Tyler drives a Ford E-250 cargo van and opted for the 4.5-liter diesel engine, thinking it would save on fuel costs. "I went as far as getting the manual transmission, because you supposedly get a mile or two better gas mileage," he said. "I haven't seen that show up yet. I only get about 13 (mpg). And right now, diesel is more versus unleaded."

On the water, he runs the standard 225 OptiMax, which he said is a marked improvement over engines he's had in the past. "It's phenomenally better than the EFI, particularly in the mid-throttle range (around 4,500 RPM)," he said. "I can get 3 or 4 days of fishing off of one (52-gallon) tank."

So outboards are getting more efficient, but they still take you only a fraction as far on a gallon of gas as a typical automobile. Tyler added: "I'm no mechanical engineer, and I know it's sort of comparing apples to oranges, but 4 or 5 (boat mpg) compared to 25 (for autos)? It seems like we could come up with something better than that."

Notable

> While some Mercury pros ran 4-strokes this year, no Yamaha pros ran 4-strokes.

End of part 1 (of 2)