Flatness of the metal-to-metal sealing area is also important on both sides. I'd say the metal end caps are pretty flat, but seems some leaf springs are not, regardless if they ate ruffled or not. We know these stamped leaf springs are too stiff in the sealing area to deflect and close any gap, even when a lot if force is put on the ears. Whip City put so much force on one to see if the gap would close that the ears bent. So if the flatness isn't there even if the surfaces are smooth, there sill could be a gap. Add surface ruffles on top of that, and it could be even worse.
Brand Ranks particle count and efficiency "normalized" to ISO 4548-12
- Thread starter CharlieBauer
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If 10% of the flow is going through the bypass filter, then in simple terms it would take 10 circulations through it to clean-up the debris that got through every one circulation of the main full-flow filter. The resulting sump cleanliness level depends on how much real time debris is being generated. Of course with a diesel engine the production of the soot is the main reason they put bypass filters on those engines, and especially on big engines with gallons of oil that is ran for a ton of miles, which the bypass filter helps make possible. And some bypass filter setups may be bypassing less than 10%, it depends on the system used.
Metal to metal sealing is a challenge and we can see from these Endurance pics on failed bypass, that the area in contact is very sparse. These are close ups of area with leaks….on the sides where spring plate is at its narrowest. In my mind the only way to seal is with pliable gasket.
Yes, a gasket there would be ideal. That's one reason the OG Ultra was as efficient as it was, as shown in Ascent's ISO testing. The Fram designers knew a gasket there would help boost the efficiency, so they went with a leak tight design. Fiber end caps if done right gives that seal too.
Or
They have Samantha Stephens on the staff now? A filter with a leak past the media will not achieve the same efficiency vs if it was 100% leak tight unless you use some betwiched type magic.OrFram designersFirst Brand accountants "determined" that a leak tight design wasn't required to achieve the same efficiency
I for one would pay 5 more cents for a bypass o-ring.
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Yes, plus the advertising from the companies that make these things.
https://insanediesel.com/pages/about-extreme-bypass-oil-filter
The OEM Toyota filter has a large filter media due to the filter's design.
All these data and observations on leaking and poor design are making me think shorter OCIs are the answer for engine longevity. I.e., keep your oil clean by changing it frequently, not by installing an expensive oil filter and running the oil longer. Maybe this is obvious to everybody else here, but I'm just seeing these data/comments for the first time.
I think what you're referring to is "insolubles" in the oil. An average is 0.1-0.2% insolubles (and indicated on most UOAs), which is very little.
Wear rates don't necessarily go up as miles go up, so long as the oil doesn't get too acidic and start oxidizing, shearing or thickening out of grade or get contaminated with water or fuel.
I think fuel contamination is probably the reason to change the oil, especially with direct injection engines.