We hope no coolant leaks into the oil, forming hard "oil *****"
that instantly destroy the bearings.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/

MikeinIN wrote:
>
> My $0.000002...
>
> I have had the opportunity to study quite a lot of closely held
> oil/filter/wear information. Here's the basics:
>
> Keeping oil clean is the primary goal. What is 'clean'? The primary
> component of 'clean' is particulate loading and particulate size. Your
> normal paper oil filter filters out most of the particulates 25 microns and
> larger. That's 0.001 inches. The smaller chunks keep circulating. Think
> about a low viscosity slurry of oil and rubbing compound.
>
> As the total particulate loading is reduced and the maximum size is reduced
> by more efficient filtration, the total amount of component wear starts
> dropping rapidly. Cutting the load and maximum size of particulates in half
> results cutting the total wear by a square root function. There is also the
> distinct probability that any single element pleated paper filter will be
> leaking unfiltered oil (blow-through) by 3K-5K miles.
>
> The other thing that happens is that the additives and stabilizers in the
> oil are depleted and there is an associated breakdown of the polymer
> molecules. However, I am aware of an experiment that ran petroleum oil with
> double efficiency filtration that ran 30K miles while maintaining the oil
> within all oil testing specifications.
>
> Another factor is the contamination of oil with other liquids - fuel or
> coolant - that serves to reduce viscosity and upset/reduce the additives,
> breakdown the oil and drastically accelerate wear.
>
> A true synthetic (Mobil 1 and many others) does not breakdown like pure
> petroleum products. But, it can get just as dirty.
>
> In a perfect world, using a premium lower-micron rated filter and changing
> it frequently can allow a synthetic oil to be used over and over for many
> miles and still maintain minimal total wear. The cost of using synthetic
> oil is the oil, not the filter. Premium filters generally cost around $10.
>
> Clean oil = low wear.
>
> MikeinIN (engineer in an automotive related industry)
>
> "Steve" <xjlifter@bogus.com> wrote in message
> news:36vh4rF57ai01U1@individual.net...
> > Hi Campbell,
> >
> > The main claim of the new Mobil One Extended Performance is the longer
> > 15,000 mile service interval. Looks like they're trying to answer to
> > AMSOIL's extended service claims (35,000 miles!):
> >
> > http://www.worldsbestoil.ca/0w30-ams...ne-engines.php
> >
> > As for the Castrol Syntec, be careful. Apparently the US-made version is
> > not a 'true' synthetic and is a relatively poor performer. Look for the
> > imported Castrol Syntec with 'Made in Germany' printed on the bottle.
> >
> > Myself, I change the non-synthetic 5W-30 in my high-mileage 4.0L every
> > 3K miles. The engine runs great and it doesn't burn oil.
> >
> > Steve
> > http://xjeep.dyndns.org
> >
> >
> > Campbell C Freeman wrote:
> > > I have been using Mobile 1 Synthetic Oil for years & was pleased to hear
> > > about the introduction of Mobile 1 Extended Performance Synthetic. What
> I
> > > found disturbing was that it does not meet API ILSAC GF-4 Certification
> > > while Castrol Syntec does. I believe Mobile 1 SuperSyn does meet these
> > > specs. At any rate can you tell me the reason for this?
> > >
> > > I am considering Castrol Syntec a try for my next change which does
> meet
> > > the GF-4 specs.
> > >
> > > Or does it not really make that much difference?
> > >
> > > 2001 Jeep Wrangler Sport 4L 6 cyl w/ 23K miles & I have been pleased w/
> the
> > > performance of Mobile 1. The manual calls for 10W30 oil.
> > >
> > > Thank you,
> > > Campbell C Freeman
> > > Columbia, SC

 

We hope no coolant leaks into the oil, forming hard "oil *****"
that instantly destroy the bearings.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/

MikeinIN wrote:
>
> My $0.000002...
>
> I have had the opportunity to study quite a lot of closely held
> oil/filter/wear information. Here's the basics:
>
> Keeping oil clean is the primary goal. What is 'clean'? The primary
> component of 'clean' is particulate loading and particulate size. Your
> normal paper oil filter filters out most of the particulates 25 microns and
> larger. That's 0.001 inches. The smaller chunks keep circulating. Think
> about a low viscosity slurry of oil and rubbing compound.
>
> As the total particulate loading is reduced and the maximum size is reduced
> by more efficient filtration, the total amount of component wear starts
> dropping rapidly. Cutting the load and maximum size of particulates in half
> results cutting the total wear by a square root function. There is also the
> distinct probability that any single element pleated paper filter will be
> leaking unfiltered oil (blow-through) by 3K-5K miles.
>
> The other thing that happens is that the additives and stabilizers in the
> oil are depleted and there is an associated breakdown of the polymer
> molecules. However, I am aware of an experiment that ran petroleum oil with
> double efficiency filtration that ran 30K miles while maintaining the oil
> within all oil testing specifications.
>
> Another factor is the contamination of oil with other liquids - fuel or
> coolant - that serves to reduce viscosity and upset/reduce the additives,
> breakdown the oil and drastically accelerate wear.
>
> A true synthetic (Mobil 1 and many others) does not breakdown like pure
> petroleum products. But, it can get just as dirty.
>
> In a perfect world, using a premium lower-micron rated filter and changing
> it frequently can allow a synthetic oil to be used over and over for many
> miles and still maintain minimal total wear. The cost of using synthetic
> oil is the oil, not the filter. Premium filters generally cost around $10.
>
> Clean oil = low wear.
>
> MikeinIN (engineer in an automotive related industry)
>
> "Steve" <xjlifter@bogus.com> wrote in message
> news:36vh4rF57ai01U1@individual.net...
> > Hi Campbell,
> >
> > The main claim of the new Mobil One Extended Performance is the longer
> > 15,000 mile service interval. Looks like they're trying to answer to
> > AMSOIL's extended service claims (35,000 miles!):
> >
> > http://www.worldsbestoil.ca/0w30-ams...ne-engines.php
> >
> > As for the Castrol Syntec, be careful. Apparently the US-made version is
> > not a 'true' synthetic and is a relatively poor performer. Look for the
> > imported Castrol Syntec with 'Made in Germany' printed on the bottle.
> >
> > Myself, I change the non-synthetic 5W-30 in my high-mileage 4.0L every
> > 3K miles. The engine runs great and it doesn't burn oil.
> >
> > Steve
> > http://xjeep.dyndns.org
> >
> >
> > Campbell C Freeman wrote:
> > > I have been using Mobile 1 Synthetic Oil for years & was pleased to hear
> > > about the introduction of Mobile 1 Extended Performance Synthetic. What
> I
> > > found disturbing was that it does not meet API ILSAC GF-4 Certification
> > > while Castrol Syntec does. I believe Mobile 1 SuperSyn does meet these
> > > specs. At any rate can you tell me the reason for this?
> > >
> > > I am considering Castrol Syntec a try for my next change which does
> meet
> > > the GF-4 specs.
> > >
> > > Or does it not really make that much difference?
> > >
> > > 2001 Jeep Wrangler Sport 4L 6 cyl w/ 23K miles & I have been pleased w/
> the
> > > performance of Mobile 1. The manual calls for 10W30 oil.
> > >
> > > Thank you,
> > > Campbell C Freeman
> > > Columbia, SC

 

We hope no coolant leaks into the oil, forming hard "oil *****"
that instantly destroy the bearings.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/

MikeinIN wrote:
>
> My $0.000002...
>
> I have had the opportunity to study quite a lot of closely held
> oil/filter/wear information. Here's the basics:
>
> Keeping oil clean is the primary goal. What is 'clean'? The primary
> component of 'clean' is particulate loading and particulate size. Your
> normal paper oil filter filters out most of the particulates 25 microns and
> larger. That's 0.001 inches. The smaller chunks keep circulating. Think
> about a low viscosity slurry of oil and rubbing compound.
>
> As the total particulate loading is reduced and the maximum size is reduced
> by more efficient filtration, the total amount of component wear starts
> dropping rapidly. Cutting the load and maximum size of particulates in half
> results cutting the total wear by a square root function. There is also the
> distinct probability that any single element pleated paper filter will be
> leaking unfiltered oil (blow-through) by 3K-5K miles.
>
> The other thing that happens is that the additives and stabilizers in the
> oil are depleted and there is an associated breakdown of the polymer
> molecules. However, I am aware of an experiment that ran petroleum oil with
> double efficiency filtration that ran 30K miles while maintaining the oil
> within all oil testing specifications.
>
> Another factor is the contamination of oil with other liquids - fuel or
> coolant - that serves to reduce viscosity and upset/reduce the additives,
> breakdown the oil and drastically accelerate wear.
>
> A true synthetic (Mobil 1 and many others) does not breakdown like pure
> petroleum products. But, it can get just as dirty.
>
> In a perfect world, using a premium lower-micron rated filter and changing
> it frequently can allow a synthetic oil to be used over and over for many
> miles and still maintain minimal total wear. The cost of using synthetic
> oil is the oil, not the filter. Premium filters generally cost around $10.
>
> Clean oil = low wear.
>
> MikeinIN (engineer in an automotive related industry)
>
> "Steve" <xjlifter@bogus.com> wrote in message
> news:36vh4rF57ai01U1@individual.net...
> > Hi Campbell,
> >
> > The main claim of the new Mobil One Extended Performance is the longer
> > 15,000 mile service interval. Looks like they're trying to answer to
> > AMSOIL's extended service claims (35,000 miles!):
> >
> > http://www.worldsbestoil.ca/0w30-ams...ne-engines.php
> >
> > As for the Castrol Syntec, be careful. Apparently the US-made version is
> > not a 'true' synthetic and is a relatively poor performer. Look for the
> > imported Castrol Syntec with 'Made in Germany' printed on the bottle.
> >
> > Myself, I change the non-synthetic 5W-30 in my high-mileage 4.0L every
> > 3K miles. The engine runs great and it doesn't burn oil.
> >
> > Steve
> > http://xjeep.dyndns.org
> >
> >
> > Campbell C Freeman wrote:
> > > I have been using Mobile 1 Synthetic Oil for years & was pleased to hear
> > > about the introduction of Mobile 1 Extended Performance Synthetic. What
> I
> > > found disturbing was that it does not meet API ILSAC GF-4 Certification
> > > while Castrol Syntec does. I believe Mobile 1 SuperSyn does meet these
> > > specs. At any rate can you tell me the reason for this?
> > >
> > > I am considering Castrol Syntec a try for my next change which does
> meet
> > > the GF-4 specs.
> > >
> > > Or does it not really make that much difference?
> > >
> > > 2001 Jeep Wrangler Sport 4L 6 cyl w/ 23K miles & I have been pleased w/
> the
> > > performance of Mobile 1. The manual calls for 10W30 oil.
> > >
> > > Thank you,
> > > Campbell C Freeman
> > > Columbia, SC

 

No no no no no

Its true that a resinated paper removes ~25 micrometer particles (at
about 98% efficiency) but such paper also has removal efficiency at the
submicronic range but to a few% removal capacity (called a 'beta curve'
in filter-geek speak). Since the oil RECIRCULATES constantly through
the filter media the reduction of particle size continues and will
'level-out' at some predetermined level (probably at about 0.5- 1,0µM).
A filter also becomes more efficient at removal size as more debris is
captured (clogging the 'holes' and leaving smaller flow paths).

In a perfect world one would have a differential pressure gage mounted
across the oil filter to indicate when to change - when the
differential pressure starts to quickly increase - indicating that the
volumetric flow is declining.

It is possible to re-condition sump oil onboard using a 'depth-media'
filtration using the same cellulose filter media but requires a very
LARGE filter set ..... but the surfactants and other additives would
have to be replaced. Oil never 'wears out' it becomes contaminated
with the byproducts of combustion: acids, metal particulate, etc. and
if you add back the needed 'chemicals' to particulate free oil you will
never have to change .... as do many truck fleet operations.

Moral of the story: dont worry about the retention rating of a
recirculation filter; just put on the LARGEST filter you can find.
The LARGEST will have the least resistance to flow and will allow
faster total volume recirculation throughput, the faster throughput
allowing exponentially greater opportunity of capture of much smaller
(submicronic) particles. In engineering geek-speak all you have to
do is filter to a level of 1/5 the size of the smallest orfice or
clearance that you're trying to protect ..... and everything will be
FINE .... This 1/5th 'yardstick' will prevent the particles from
agglomerating and 'bridging' thus scouring the clearance or blocking
the orfice. ( The 1/5 rule also applies to 'single pass'
filtration.such as fuel systems)


> > I have had the opportunity to study quite a lot of closely held
> > oil/filter/wear information. Here's the basics:
> >
> > Keeping oil clean is the primary goal. What is 'clean'? The primary
> > component of 'clean' is particulate loading and particulate size. Your
> > normal paper oil filter filters out most of the particulates 25 microns and
> > larger. That's 0.001 inches. The smaller chunks keep circulating. Think
> > about a low viscosity slurry of oil and rubbing compound.
> >

 

No no no no no

Its true that a resinated paper removes ~25 micrometer particles (at
about 98% efficiency) but such paper also has removal efficiency at the
submicronic range but to a few% removal capacity (called a 'beta curve'
in filter-geek speak). Since the oil RECIRCULATES constantly through
the filter media the reduction of particle size continues and will
'level-out' at some predetermined level (probably at about 0.5- 1,0µM).
A filter also becomes more efficient at removal size as more debris is
captured (clogging the 'holes' and leaving smaller flow paths).

In a perfect world one would have a differential pressure gage mounted
across the oil filter to indicate when to change - when the
differential pressure starts to quickly increase - indicating that the
volumetric flow is declining.

It is possible to re-condition sump oil onboard using a 'depth-media'
filtration using the same cellulose filter media but requires a very
LARGE filter set ..... but the surfactants and other additives would
have to be replaced. Oil never 'wears out' it becomes contaminated
with the byproducts of combustion: acids, metal particulate, etc. and
if you add back the needed 'chemicals' to particulate free oil you will
never have to change .... as do many truck fleet operations.

Moral of the story: dont worry about the retention rating of a
recirculation filter; just put on the LARGEST filter you can find.
The LARGEST will have the least resistance to flow and will allow
faster total volume recirculation throughput, the faster throughput
allowing exponentially greater opportunity of capture of much smaller
(submicronic) particles. In engineering geek-speak all you have to
do is filter to a level of 1/5 the size of the smallest orfice or
clearance that you're trying to protect ..... and everything will be
FINE .... This 1/5th 'yardstick' will prevent the particles from
agglomerating and 'bridging' thus scouring the clearance or blocking
the orfice. ( The 1/5 rule also applies to 'single pass'
filtration.such as fuel systems)


> > I have had the opportunity to study quite a lot of closely held
> > oil/filter/wear information. Here's the basics:
> >
> > Keeping oil clean is the primary goal. What is 'clean'? The primary
> > component of 'clean' is particulate loading and particulate size. Your
> > normal paper oil filter filters out most of the particulates 25 microns and
> > larger. That's 0.001 inches. The smaller chunks keep circulating. Think
> > about a low viscosity slurry of oil and rubbing compound.
> >

 

No no no no no

Its true that a resinated paper removes ~25 micrometer particles (at
about 98% efficiency) but such paper also has removal efficiency at the
submicronic range but to a few% removal capacity (called a 'beta curve'
in filter-geek speak). Since the oil RECIRCULATES constantly through
the filter media the reduction of particle size continues and will
'level-out' at some predetermined level (probably at about 0.5- 1,0µM).
A filter also becomes more efficient at removal size as more debris is
captured (clogging the 'holes' and leaving smaller flow paths).

In a perfect world one would have a differential pressure gage mounted
across the oil filter to indicate when to change - when the
differential pressure starts to quickly increase - indicating that the
volumetric flow is declining.

It is possible to re-condition sump oil onboard using a 'depth-media'
filtration using the same cellulose filter media but requires a very
LARGE filter set ..... but the surfactants and other additives would
have to be replaced. Oil never 'wears out' it becomes contaminated
with the byproducts of combustion: acids, metal particulate, etc. and
if you add back the needed 'chemicals' to particulate free oil you will
never have to change .... as do many truck fleet operations.

Moral of the story: dont worry about the retention rating of a
recirculation filter; just put on the LARGEST filter you can find.
The LARGEST will have the least resistance to flow and will allow
faster total volume recirculation throughput, the faster throughput
allowing exponentially greater opportunity of capture of much smaller
(submicronic) particles. In engineering geek-speak all you have to
do is filter to a level of 1/5 the size of the smallest orfice or
clearance that you're trying to protect ..... and everything will be
FINE .... This 1/5th 'yardstick' will prevent the particles from
agglomerating and 'bridging' thus scouring the clearance or blocking
the orfice. ( The 1/5 rule also applies to 'single pass'
filtration.such as fuel systems)


> > I have had the opportunity to study quite a lot of closely held
> > oil/filter/wear information. Here's the basics:
> >
> > Keeping oil clean is the primary goal. What is 'clean'? The primary
> > component of 'clean' is particulate loading and particulate size. Your
> > normal paper oil filter filters out most of the particulates 25 microns and
> > larger. That's 0.001 inches. The smaller chunks keep circulating. Think
> > about a low viscosity slurry of oil and rubbing compound.
> >

 

I heard somewhere that the better filters have a check valve
to prevent the back flow of oil. This true?
I always get the mopar filter, but which filters are
considered better than OEM?


Rich Hampel wrote:
> No no no no no
>
> Its true that a resinated paper removes ~25 micrometer particles (at
> about 98% efficiency) but such paper also has removal efficiency at the
> submicronic range but to a few% removal capacity (called a 'beta curve'
> in filter-geek speak). Since the oil RECIRCULATES constantly through
> the filter media the reduction of particle size continues and will
> 'level-out' at some predetermined level (probably at about 0.5- 1,0µM).
> A filter also becomes more efficient at removal size as more debris is
> captured (clogging the 'holes' and leaving smaller flow paths).
>
> In a perfect world one would have a differential pressure gage mounted
> across the oil filter to indicate when to change - when the
> differential pressure starts to quickly increase - indicating that the
> volumetric flow is declining.
>
> It is possible to re-condition sump oil onboard using a 'depth-media'
> filtration using the same cellulose filter media but requires a very
> LARGE filter set ..... but the surfactants and other additives would
> have to be replaced. Oil never 'wears out' it becomes contaminated
> with the byproducts of combustion: acids, metal particulate, etc. and
> if you add back the needed 'chemicals' to particulate free oil you will
> never have to change .... as do many truck fleet operations.
>
> Moral of the story: dont worry about the retention rating of a
> recirculation filter; just put on the LARGEST filter you can find.
> The LARGEST will have the least resistance to flow and will allow
> faster total volume recirculation throughput, the faster throughput
> allowing exponentially greater opportunity of capture of much smaller
> (submicronic) particles. In engineering geek-speak all you have to
> do is filter to a level of 1/5 the size of the smallest orfice or
> clearance that you're trying to protect ..... and everything will be
> FINE .... This 1/5th 'yardstick' will prevent the particles from
> agglomerating and 'bridging' thus scouring the clearance or blocking
> the orfice. ( The 1/5 rule also applies to 'single pass'
> filtration.such as fuel systems)
>
>
>
>>>I have had the opportunity to study quite a lot of closely held
>>>oil/filter/wear information. Here's the basics:
>>>
>>>Keeping oil clean is the primary goal. What is 'clean'? The primary
>>>component of 'clean' is particulate loading and particulate size. Your
>>>normal paper oil filter filters out most of the particulates 25 microns and
>>>larger. That's 0.001 inches. The smaller chunks keep circulating. Think
>>>about a low viscosity slurry of oil and rubbing compound.
>>>

 

I heard somewhere that the better filters have a check valve
to prevent the back flow of oil. This true?
I always get the mopar filter, but which filters are
considered better than OEM?


Rich Hampel wrote:
> No no no no no
>
> Its true that a resinated paper removes ~25 micrometer particles (at
> about 98% efficiency) but such paper also has removal efficiency at the
> submicronic range but to a few% removal capacity (called a 'beta curve'
> in filter-geek speak). Since the oil RECIRCULATES constantly through
> the filter media the reduction of particle size continues and will
> 'level-out' at some predetermined level (probably at about 0.5- 1,0µM).
> A filter also becomes more efficient at removal size as more debris is
> captured (clogging the 'holes' and leaving smaller flow paths).
>
> In a perfect world one would have a differential pressure gage mounted
> across the oil filter to indicate when to change - when the
> differential pressure starts to quickly increase - indicating that the
> volumetric flow is declining.
>
> It is possible to re-condition sump oil onboard using a 'depth-media'
> filtration using the same cellulose filter media but requires a very
> LARGE filter set ..... but the surfactants and other additives would
> have to be replaced. Oil never 'wears out' it becomes contaminated
> with the byproducts of combustion: acids, metal particulate, etc. and
> if you add back the needed 'chemicals' to particulate free oil you will
> never have to change .... as do many truck fleet operations.
>
> Moral of the story: dont worry about the retention rating of a
> recirculation filter; just put on the LARGEST filter you can find.
> The LARGEST will have the least resistance to flow and will allow
> faster total volume recirculation throughput, the faster throughput
> allowing exponentially greater opportunity of capture of much smaller
> (submicronic) particles. In engineering geek-speak all you have to
> do is filter to a level of 1/5 the size of the smallest orfice or
> clearance that you're trying to protect ..... and everything will be
> FINE .... This 1/5th 'yardstick' will prevent the particles from
> agglomerating and 'bridging' thus scouring the clearance or blocking
> the orfice. ( The 1/5 rule also applies to 'single pass'
> filtration.such as fuel systems)
>
>
>
>>>I have had the opportunity to study quite a lot of closely held
>>>oil/filter/wear information. Here's the basics:
>>>
>>>Keeping oil clean is the primary goal. What is 'clean'? The primary
>>>component of 'clean' is particulate loading and particulate size. Your
>>>normal paper oil filter filters out most of the particulates 25 microns and
>>>larger. That's 0.001 inches. The smaller chunks keep circulating. Think
>>>about a low viscosity slurry of oil and rubbing compound.
>>>

 

I heard somewhere that the better filters have a check valve
to prevent the back flow of oil. This true?
I always get the mopar filter, but which filters are
considered better than OEM?


Rich Hampel wrote:
> No no no no no
>
> Its true that a resinated paper removes ~25 micrometer particles (at
> about 98% efficiency) but such paper also has removal efficiency at the
> submicronic range but to a few% removal capacity (called a 'beta curve'
> in filter-geek speak). Since the oil RECIRCULATES constantly through
> the filter media the reduction of particle size continues and will
> 'level-out' at some predetermined level (probably at about 0.5- 1,0µM).
> A filter also becomes more efficient at removal size as more debris is
> captured (clogging the 'holes' and leaving smaller flow paths).
>
> In a perfect world one would have a differential pressure gage mounted
> across the oil filter to indicate when to change - when the
> differential pressure starts to quickly increase - indicating that the
> volumetric flow is declining.
>
> It is possible to re-condition sump oil onboard using a 'depth-media'
> filtration using the same cellulose filter media but requires a very
> LARGE filter set ..... but the surfactants and other additives would
> have to be replaced. Oil never 'wears out' it becomes contaminated
> with the byproducts of combustion: acids, metal particulate, etc. and
> if you add back the needed 'chemicals' to particulate free oil you will
> never have to change .... as do many truck fleet operations.
>
> Moral of the story: dont worry about the retention rating of a
> recirculation filter; just put on the LARGEST filter you can find.
> The LARGEST will have the least resistance to flow and will allow
> faster total volume recirculation throughput, the faster throughput
> allowing exponentially greater opportunity of capture of much smaller
> (submicronic) particles. In engineering geek-speak all you have to
> do is filter to a level of 1/5 the size of the smallest orfice or
> clearance that you're trying to protect ..... and everything will be
> FINE .... This 1/5th 'yardstick' will prevent the particles from
> agglomerating and 'bridging' thus scouring the clearance or blocking
> the orfice. ( The 1/5 rule also applies to 'single pass'
> filtration.such as fuel systems)
>
>
>
>>>I have had the opportunity to study quite a lot of closely held
>>>oil/filter/wear information. Here's the basics:
>>>
>>>Keeping oil clean is the primary goal. What is 'clean'? The primary
>>>component of 'clean' is particulate loading and particulate size. Your
>>>normal paper oil filter filters out most of the particulates 25 microns and
>>>larger. That's 0.001 inches. The smaller chunks keep circulating. Think
>>>about a low viscosity slurry of oil and rubbing compound.
>>>

 

I haven't heard of any oil filter that doesn't have a check valve Frank.
Even the cheapest Fram filters have that.

Jerry

FrankW wrote:
> I heard somewhere that the better filters have a check valve
> to prevent the back flow of oil. This true?
> I always get the mopar filter, but which filters are
> considered better than OEM?
>
>
> Rich Hampel wrote:
>
>> No no no no no
>>
>> Its true that a resinated paper removes ~25 micrometer particles (at
>> about 98% efficiency) but such paper also has removal efficiency at the
>> submicronic range but to a few% removal capacity (called a 'beta curve'
>> in filter-geek speak). Since the oil RECIRCULATES constantly through
>> the filter media the reduction of particle size continues and will
>> 'level-out' at some predetermined level (probably at about 0.5-
>> 1,0µM). A filter also becomes more efficient at removal size as more
>> debris is
>> captured (clogging the 'holes' and leaving smaller flow paths).
>> In a perfect world one would have a differential pressure gage mounted
>> across the oil filter to indicate when to change - when the
>> differential pressure starts to quickly increase - indicating that the
>> volumetric flow is declining.
>> It is possible to re-condition sump oil onboard using a 'depth-media'
>> filtration using the same cellulose filter media but requires a very
>> LARGE filter set ..... but the surfactants and other additives would
>> have to be replaced. Oil never 'wears out' it becomes contaminated
>> with the byproducts of combustion: acids, metal particulate, etc. and
>> if you add back the needed 'chemicals' to particulate free oil you will
>> never have to change .... as do many truck fleet operations.
>> Moral of the story: dont worry about the retention rating of a
>> recirculation filter; just put on the LARGEST filter you can find. The
>> LARGEST will have the least resistance to flow and will allow
>> faster total volume recirculation throughput, the faster throughput
>> allowing exponentially greater opportunity of capture of much smaller
>> (submicronic) particles. In engineering geek-speak all you have to
>> do is filter to a level of 1/5 the size of the smallest orfice or
>> clearance that you're trying to protect ..... and everything will be
>> FINE .... This 1/5th 'yardstick' will prevent the particles from
>> agglomerating and 'bridging' thus scouring the clearance or blocking
>> the orfice. ( The 1/5 rule also applies to 'single pass'
>> filtration.such as fuel systems)
>>
>>
>>
>>>> I have had the opportunity to study quite a lot of closely held
>>>> oil/filter/wear information. Here's the basics:
>>>>
>>>> Keeping oil clean is the primary goal. What is 'clean'? The primary
>>>> component of 'clean' is particulate loading and particulate size. Your
>>>> normal paper oil filter filters out most of the particulates 25
>>>> microns and
>>>> larger. That's 0.001 inches. The smaller chunks keep circulating.
>>>> Think
>>>> about a low viscosity slurry of oil and rubbing compound.
>>>>
>

--
Jerry Bransford
PP-ASEL N6TAY
See the Geezer Jeep at
http://members.***.net/jerrypb/