Bypass filter Set up questions
- Thread starter ZZman
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1) Piece of cake for most. Hardest thing in a contemporary vehicle is room.
2) Many ways to skin a cat, even with Amsoil systems
3) Best for high milers and/or diesel
4) Had one installed. Not currently using it. Scheming a new trick setup.
Q's:
1) How many miles a year
2) What vehicle/engine
Depending on the answer to #1, it will alter what bypass filter is appropriate for your vehicle. If it's over a certain amount, then a EaBp setup works well. If it's lower, then a tp filter would be best. There you're down to 4 quarts of oil and 4 rolls of tp per year.
A Permacool sandwich makes installation a snap due to not having to plumb a return line. It can be used with either system.
2) Many ways to skin a cat, even with Amsoil systems
3) Best for high milers and/or diesel
4) Had one installed. Not currently using it. Scheming a new trick setup.
Q's:
1) How many miles a year
2) What vehicle/engine
Depending on the answer to #1, it will alter what bypass filter is appropriate for your vehicle. If it's over a certain amount, then a EaBp setup works well. If it's lower, then a tp filter would be best. There you're down to 4 quarts of oil and 4 rolls of tp per year.
A Permacool sandwich makes installation a snap due to not having to plumb a return line. It can be used with either system.
- Joined
- Sep 28, 2002
- Messages
- 39,798
It keeps oil cleaner. The sensibility of it depends on how long you're capable of keeping oil in service otherwise.
In the case of a
EaBp ..you may be changing the oil and leaving the filter in place if you don't do enough mileage (even if you do enough mileage this will probably be the case).
With a tp filter, you're continually exchanging a part of the sump. Eventually you end up in free fall where the newest oil is of a higher percentage than the original sump. At that point, your sump is more or less "fixed" in age ..and most likely condition.
In higher mileage use it comes down to how often you want to service it. Bigger filters that probably aren't quite as fine serviced less often ..or short lived filters that are serviced more often that give you (perhaps) some added filtering ability.
They tap a very limited flow from the supply. It is run separately in some installations, totally "bypassing" the engine. With the use of a Permacool sandwich ..or an Amsoil dual mount, all flow goes back to the engine for lubrication.
In the case of a
EaBp ..you may be changing the oil and leaving the filter in place if you don't do enough mileage (even if you do enough mileage this will probably be the case).With a tp filter, you're continually exchanging a part of the sump. Eventually you end up in free fall where the newest oil is of a higher percentage than the original sump. At that point, your sump is more or less "fixed" in age ..and most likely condition.
In higher mileage use it comes down to how often you want to service it. Bigger filters that probably aren't quite as fine serviced less often ..or short lived filters that are serviced more often that give you (perhaps) some added filtering ability.
They tap a very limited flow from the supply. It is run separately in some installations, totally "bypassing" the engine. With the use of a Permacool sandwich ..or an Amsoil dual mount, all flow goes back to the engine for lubrication.
- Joined
- Sep 28, 2002
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Originally Posted By: ZZman
Lets say my Camry and anywhere from 10,000-20,000 OCI's.
Not worth it?
What's the time base and practical life expectancy of ownership? In some cases you can be sending the cleanest engine known to the junkyard.
With something like an MG, there will be no more conventional/traditional OCI's. With an Amsoil (or other) setup, you may have longer OCI's ..and then periodic FCI's. There will be a size/longevity/level of filtration triangle that tends to be unavoidable.
Something like a EaBp90 on 4-6 quart sump would probably have a decent life expectancy. It would still depend on the time span to accumulate the mileage. The shorter the span, usually, the more miles can be fit into a filter change. It's just because of the loading miles vs. "free" miles.
Amsoil recommends every other full flow filter change for the EaBP's ..but that really appears to be geared toward diesel engines.
Amsoil EaBp will provide the cleanest oil over the longest duration with the least amount of service required.
Lets say my Camry and anywhere from 10,000-20,000 OCI's.
Not worth it?
What's the time base and practical life expectancy of ownership? In some cases you can be sending the cleanest engine known to the junkyard.
With something like an MG, there will be no more conventional/traditional OCI's. With an Amsoil (or other) setup, you may have longer OCI's ..and then periodic FCI's. There will be a size/longevity/level of filtration triangle that tends to be unavoidable.
Something like a EaBp90 on 4-6 quart sump would probably have a decent life expectancy. It would still depend on the time span to accumulate the mileage. The shorter the span, usually, the more miles can be fit into a filter change. It's just because of the loading miles vs. "free" miles.
Amsoil recommends every other full flow filter change for the EaBP's ..but that really appears to be geared toward diesel engines.
Amsoil EaBp will provide the cleanest oil over the longest duration with the least amount of service required.
IMO, a bypass setup pays off if you plan on keeping your vehicle for a very long time. For some setups (like the Amsoil BMK ones) less frequent OCIs is an advantage.
Let's say you slap a bypass system on your car, change your oil 15,000 miles later and have a UOA done. This will give you a good idea how much further you can go the next OCI. After a few OCI's, you have it dialed in. You save time, money and extend your engine life.
Let's say you slap a bypass system on your car, change your oil 15,000 miles later and have a UOA done. This will give you a good idea how much further you can go the next OCI. After a few OCI's, you have it dialed in. You save time, money and extend your engine life.
I've always looked at my bypass filter setup this way:
I'm in it $60, and replacement filters are $8 each.
That is less than the cost of 1 oil change... For the initial investment of 1 oil change, I was able to improve my filtering. (this is a diesel truck, mind you.. results may vary).
I always run synthetics, and I've had the bypass filter for about 80k miles now.. I just pulled the head to o-ring it, and the engine looks like new with 122k on it. My oil samples are always good, I beat the [censored] out of the truck, and I'm making well over twice what the engine was rated at from the factory..
Worth it? Every penny. I wouldn't change a thing. I may not have the bragging rights up sub-micronic filtration, but when you consider just how small 8um REALLY is.. Yeah, it's doing its job just fine.
I'm in it $60, and replacement filters are $8 each.
That is less than the cost of 1 oil change... For the initial investment of 1 oil change, I was able to improve my filtering. (this is a diesel truck, mind you.. results may vary).
I always run synthetics, and I've had the bypass filter for about 80k miles now.. I just pulled the head to o-ring it, and the engine looks like new with 122k on it. My oil samples are always good, I beat the [censored] out of the truck, and I'm making well over twice what the engine was rated at from the factory..
Worth it? Every penny. I wouldn't change a thing. I may not have the bragging rights up sub-micronic filtration, but when you consider just how small 8um REALLY is.. Yeah, it's doing its job just fine.
Must be a 6leaker?? Who's doing the Oring machine work for you? Liberator has heads for exchange that are oringed FYI
Originally Posted By: DieselTech
Must be a 6leaker?? Who's doing the Oring machine work for you? Liberator has heads for exchange that are oringed FYI
No sir.
Cummins engines generally don't do well at triple digit boost numbers without o-rings though.
I'll probably only run 60-70psi when its all said and done though.. Don't want to get too out of hand!
Must be a 6leaker?? Who's doing the Oring machine work for you? Liberator has heads for exchange that are oringed FYI
No sir.
Cummins engines generally don't do well at triple digit boost numbers without o-rings though.
I'll probably only run 60-70psi when its all said and done though.. Don't want to get too out of hand!
I recently built one for a customer that saw roughly 84 psi. I did send the heads to ATS for fire rings, and put in 14mm ARPs to hold it down
I had a little hand in this gem of a 12V for my buddy chaz
http://www.dieselpowermag.com/features/ford/0908dp_1999_ford_super_duty/index.html
And this one for Brody
http://www.dieselpowermag.com/features/ford/0907dp_2006_ford_f350_super_duty/index.html
I had a little hand in this gem of a 12V for my buddy chaz
http://www.dieselpowermag.com/features/ford/0908dp_1999_ford_super_duty/index.html
And this one for Brody
http://www.dieselpowermag.com/features/ford/0907dp_2006_ford_f350_super_duty/index.html
Very nice! I haven't built the twins yet, so I'm only seeing about 40psi right now.
I want to do an S300 variant over either an S400 or S480. I will probably do something in the 62/65/14 range for the top turbo. Still plotting the bottom turbo.
I'm really happy with the spool of the hybrid, especially now that it's ported to the manifold. I MIGHT keep the hybrid (because of the spool) and put a big external gate on it. If I went with it, I might go with a smaller primary (like a K31). The biggest issue is that I quit my job to go back to school about 6 months ago.. So funds are a little tight right now to be playing with the truck.
I've never had a magazine feature, but here is the truck:
http://www.cardomain.com/ride/3302557
I want to do an S300 variant over either an S400 or S480. I will probably do something in the 62/65/14 range for the top turbo. Still plotting the bottom turbo.
I'm really happy with the spool of the hybrid, especially now that it's ported to the manifold. I MIGHT keep the hybrid (because of the spool) and put a big external gate on it. If I went with it, I might go with a smaller primary (like a K31). The biggest issue is that I quit my job to go back to school about 6 months ago.. So funds are a little tight right now to be playing with the truck.
I've never had a magazine feature, but here is the truck:
http://www.cardomain.com/ride/3302557
Very nice job. I would suggest the S300/S480, but I would get some different injectors. We have had horrible results with the Jammers. Look at the F1s or Industrial does nice work also.
The 06 got the cover, but the Fummins hasn't yet but has been featured twice.
Take it little by little and get tackle one Phase at a time. You'll get there.
BTW the Fummins hit 107PSI a few months back. We have tuned on it and will be hitting the dyno on the 7th.
The 06 got the cover, but the Fummins hasn't yet but has been featured twice.
Take it little by little and get tackle one Phase at a time. You'll get there.
BTW the Fummins hit 107PSI a few months back. We have tuned on it and will be hitting the dyno on the 7th.
The Amsoil kit is a nice way to go.
No question the jammers are junk. Just look at the spray pattern in my pics. I've been planning on getting a set of Don's injectors for a while.. Just goes back to the cost issue again.
That is really the setup I'm considering. I want 500-550 USABLE horsepower. I could give a rip how high I can spike a dyno. That is what keeps me looking at the hybrid.. this thing lights at under 1800rpm.. I hate to lose that.
Think I've stolen this thread enough? Go with a bypass, but make sure you plan on keeping the vehicle for a while.. they are worth every penny in my opinion.
That is really the setup I'm considering. I want 500-550 USABLE horsepower. I could give a rip how high I can spike a dyno. That is what keeps me looking at the hybrid.. this thing lights at under 1800rpm.. I hate to lose that.
Think I've stolen this thread enough? Go with a bypass, but make sure you plan on keeping the vehicle for a while.. they are worth every penny in my opinion.
I'm kinda late to this party, but isn't another advantage of installing a bypass system similar to Amsoil's BMK23 the fact that when you sell your vehicle, you simply remove the bypass filter mount unit and reinstall the stock FF? You can then use the filter mount unit on your next vehicle and only have to buy the spin-on adapter and hoses. I can't see that the filter mount unit would break down.
Originally Posted By: md_lucky_13
I've always looked at my bypass filter setup this way:
I'm in it $60, and replacement filters are $8 each.
That is less than the cost of 1 oil change... For the initial investment of 1 oil change, I was able to improve my filtering. (this is a diesel truck, mind you.. results may vary).
I always run synthetics, and I've had the bypass filter for about 80k miles now.. I just pulled the head to o-ring it, and the engine looks like new with 122k on it. My oil samples are always good, I beat the [censored] out of the truck, and I'm making well over twice what the engine was rated at from the factory..
Worth it? Every penny. I wouldn't change a thing. I may not have the bragging rights up sub-micronic filtration, but when you consider just how small 8um REALLY is.. Yeah, it's doing its job just fine.
60 dollar setup?
I've always looked at my bypass filter setup this way:
I'm in it $60, and replacement filters are $8 each.
That is less than the cost of 1 oil change... For the initial investment of 1 oil change, I was able to improve my filtering. (this is a diesel truck, mind you.. results may vary).
I always run synthetics, and I've had the bypass filter for about 80k miles now.. I just pulled the head to o-ring it, and the engine looks like new with 122k on it. My oil samples are always good, I beat the [censored] out of the truck, and I'm making well over twice what the engine was rated at from the factory..
Worth it? Every penny. I wouldn't change a thing. I may not have the bragging rights up sub-micronic filtration, but when you consider just how small 8um REALLY is.. Yeah, it's doing its job just fine.
60 dollar setup?
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