View Poll Results: Was this thread helpful?
Hell yes! Very useful for the community!
317
98.14%
No way, I still don't know what filter I need!
6
1.86%
Voters: 323. You may not vote on this poll
The OFFICIAL Oil Filter Testing and Results Thread (4G63T/4B11T)
Dec 7, 2012, 11:03 AM
#62
Sure dude. I've got quite a few quarts of unused oil still in the garage at the moment. All of my test equipment is still sitting out on the workbench, so it wouldn't take much to test some additional filters. The only caveat is that I'm out of town from 12/26-1/15 for vacation and my free time is fairly limited until then.
Dec 10, 2012, 10:33 AM
#63
If anyone else wants to send me a filter to add to this list, send me a PM with what filter you want to send so I can update my documentation and start reaching out to the manufacturer, that data gathering takes time. I'll PM you back with an address.
Dec 14, 2012, 08:09 AM
#66
Great test. Makes me feel good about the 12 pack of Purolator PureOne filters I just bought on Amazon. 
ok, this doesn't make obvious sense to me. Based on the construction photos shown in the first post, the only pressure the filter can feel is a differential pressure across the media. It seems logical that the bypass is designed to keep the filter media from blowing apart under high differential pressure either from high flow or from being clogged (and also to keep oil flowing through the motor no matter what the status of the filter media).
I think Jerry is right in that all the garbage from a destructive event goes through the motor because it happens at high rpm where the differential pressure across the media is high and the filter is in bypass mode. However, I do wonder about how much oil flow is required to build up the necessary differential pressure to kick the filter into bypass mode. It could be much more oil flow than what happens at idle.
Would be great if golgo13
could make a few inquires to the oil filter engineers about this.
Jerry the is the way this works, it is actually the opposite to what you have described.
If a filters bypass spring preload is set at 15 inch lbs this means that it takes 15 in lbs to close it shut a pond at this point the oil is routed through the filter media. When you start the car for example the oil is needed NOW to lubricate the internals so in this case the oil is routed through the bypass chambers.
Then you are asking yourself so why doesn't the filter catch the particles from bearing #1 is because when you let go of the throttle and you PSI fell under 15 lbs the oil went around the media through the bypass chambers hence the particles made it back into the oil stream. I don't care how expensive of a filter you have it will not catch it filters are not meant for this purpose. ...
If a filters bypass spring preload is set at 15 inch lbs this means that it takes 15 in lbs to close it shut a pond at this point the oil is routed through the filter media. When you start the car for example the oil is needed NOW to lubricate the internals so in this case the oil is routed through the bypass chambers.
Then you are asking yourself so why doesn't the filter catch the particles from bearing #1 is because when you let go of the throttle and you PSI fell under 15 lbs the oil went around the media through the bypass chambers hence the particles made it back into the oil stream. I don't care how expensive of a filter you have it will not catch it filters are not meant for this purpose. ...
I think Jerry is right in that all the garbage from a destructive event goes through the motor because it happens at high rpm where the differential pressure across the media is high and the filter is in bypass mode. However, I do wonder about how much oil flow is required to build up the necessary differential pressure to kick the filter into bypass mode. It could be much more oil flow than what happens at idle.
Would be great if golgo13
could make a few inquires to the oil filter engineers about this.
Last edited by mrfred; Dec 14, 2012 at 08:14 AM.
Dec 14, 2012, 12:22 PM
#67
I think Jerry is right in that all the garbage from a destructive event goes through the motor because it happens at high rpm where the differential pressure across the media is high and the filter is in bypass mode. However, I do wonder about how much oil flow is required to build up the necessary differential pressure to kick the filter into bypass mode. It could be much more oil flow than what happens at idle.
Would be great if golgo13 could make a few inquires to the oil filter engineers about this.
Would be great if golgo13
could make a few inquires to the oil filter engineers about this.AMSOIL
Byron Selbrede
Technical Services
AMSOIL INC.
ADDRESS: 1 AMSOIL Center, Superior, WI 54880
E-MAIL: bselbrede@amsoil.com
PHONE: 715-392-7101
Purolator/Bosch
James Murray
James.Murray@us.bosch.com
Donaldson
Patty Schreiner | Technical Inside Sales | Phone: 800-374-1374 | Fax: 952-887-3716 | patty.schreiner@donaldson.com
Donaldson Company Inc | Engine Aftermarket- Hydraulics | 1400 W 94th St Bloomington, MN 55431 | www.donaldson.com | www.donaldsonfilters.com
K&N
Robert Knudsen
Product Specialist
K&N Engineering Inc.
robertkn@knfilters.com
www.knfilters.com
(800) 858-3333
Got ahold of K&N, and they confirmed that the oil filter bypass operates as Jerry described.
Dec 14, 2012, 02:08 PM
#69
That was a super fast turn around, I'm not too surprised. As a motor starts to grenade I would image oil pressure would be all over the place, causing the bypass valve to flutter as the differential is met and or exceeded.
No argument here.
Dec 15, 2012, 12:10 AM
#70
Evolving Member
I think that a good description of how the bypass valve works in real life is given in this article by Mike Guillory:
http://vfrworld.com/tex_vfr/tech/filters.htm
Dec 15, 2012, 12:33 AM
#71
Hmm, if you are saying as described in post #9, I don't think so.
I think that a good description of how the bypass valve works in real life is given in this article by Mike Guillory:
http://vfrworld.com/tex_vfr/tech/filters.htm
I think that a good description of how the bypass valve works in real life is given in this article by Mike Guillory:
http://vfrworld.com/tex_vfr/tech/filters.htm
As far as I understand it, the by-pass value really only works under a few conditions, it doesn't simply open once the pressure of the system reaches the rated pressure, as that would completely defeat the purpose of the filter in the first place.
It's designed to open when the pressure differential between both sides of the filter media reaches or exceeds the pressure rating value. So, if your oil system is running 80psi on the inlet side of the valve and say, 86psi on the outlet side of the valve and your valve is rated at 14psi, it will not open as the pressure differential isn't high enough to push it open in this case (a differential of 6psi).
Typically this will occur when the motor is started, the oil is too thick, at very high RPMs, when the filter media is completely saturated with contaminants or when running an oil pump that is higher than OEM spec.
It's designed to open when the pressure differential between both sides of the filter media reaches or exceeds the pressure rating value. So, if your oil system is running 80psi on the inlet side of the valve and say, 86psi on the outlet side of the valve and your valve is rated at 14psi, it will not open as the pressure differential isn't high enough to push it open in this case (a differential of 6psi).
Typically this will occur when the motor is started, the oil is too thick, at very high RPMs, when the filter media is completely saturated with contaminants or when running an oil pump that is higher than OEM spec.
Dec 15, 2012, 12:19 PM
#72
Evolving Member
Yes, it's cool because the Mike Guillory article both agrees with your post #11 and explains how Jerry's observations can happen in a real case. The article is a short read, 1 page, and is well worth reading all the way through including the notes at the bottom!
Now I have a better appreciation for why Ferraris have 2 oil filters
I would imagine they run in parallel to double the flow capability which would greatly reduce the pressure differential across the filter elements, reducing or eliminating open bypass valve conditions.
Now I have a better appreciation for why Ferraris have 2 oil filters
I would imagine they run in parallel to double the flow capability which would greatly reduce the pressure differential across the filter elements, reducing or eliminating open bypass valve conditions.
Last edited by Talonboost; Dec 15, 2012 at 12:21 PM.
Dec 15, 2012, 12:52 PM
#73
Hmm, if you are saying as described in post #9, I don't think so.
I think that a good description of how the bypass valve works in real life is given in this article by Mike Guillory:
http://vfrworld.com/tex_vfr/tech/filters.htm
I think that a good description of how the bypass valve works in real life is given in this article by Mike Guillory:
http://vfrworld.com/tex_vfr/tech/filters.htm
Last edited by mrfred; Dec 15, 2012 at 05:20 PM.
