To the OP, your original combo choice is fine, but at todays longer OCIs, I think a higher efficiency filter is a better choice because cleaner oil lasts longer. On top of that, a silicon ADBV is more reliable long term than the lower end nitrile. Not that the nitrile can't make it, it's just that there is less risk of a silicon ADBV failing down the road. This is just a fine tuning suggestion. Bottom line, go Gold if you want to stay in the Napa line.
Originally Posted By: Clevy
Off topic.
Does anyone have an idea on how a person can go about testing a used filter to establish whether its been overloaded and is too contaminated to allow enough volume to pass without causing a by-pass even.
I was thinking that I could use either compressed air or a vacuum cleaner to establish so form of pressure differential or in some way blow air through and measure the difference from in to out.
I'd like to be able to prove somehow that typically most of us aren't getting all we can out of our filters.
I consider it a no brainer running them longer. When one considers the oil filters absolute efficiency combined with the single pass percentage of removal I look forward to when those numbers start improving.
I compare this to the anti-wear layer of an engines internals when changing the oil. When oil is changed the engines wear metal rates increase per mile as the new oil removes the old oils anti-wear layer. As the oil first oxidizes that's what reaction required to apply the anti-wear layer,and as the interval goes on in miles the wear rates keep dropping.
Well if the oil gets better as miles rack up and the filters get better at removing those particulate that are the most damaging as insols get trapped doesn't it just make sense to extend that mileage as far as you can until reaching the point where the numbers start going the other way.
This reminds me a lot of when Dnewton expressed his point about conventional oil,wear rates and getting the most out of the dollar already spent.
I read a lot of posts from a lot of members who dismissed his entire idea believing that the evidence would show him to be wrong however his data has proven his point entirely and had I been one of those naysayers I'd have been included in the foot in mouth club.
I'm just trying to make clear that a new filter lets larger and more particulate through its pores until,like new oil,reaches that point where its catching all those particulate that would have gone through when it was new,or had the filter just been left on its providing better filtration and unless the engine wasn't properly maintained there is no reason that a filters life cycle can't be extended.
I certainly concur that for an engine of questionable maintenance history its prudent to err on the side of caution however if operating under ideal conditions then there is no reason not yo lengthen its time in service unless of course the mere thought of this invokes fear and will awaken oneself out if a dead sleep with a soaked pillow and beads of sweat streaming down ones cheek then of course throw away your money and opportunity to get that extra little bit of improved filtration.
I wouldn't put myself in a position to risk damage to my motor but once one actually gives some thought to the idea I just don't get why anyone sensible wouldn't take the opportunity to save a couple bucks and deny the used oil analysis even a single ppm extra iron or alum.
I I try to find value where I can and enjoy not spending more than I have to and this is a case of win/win once the risk is completely considered.
I know its only a few bucks but that's not the point. It's the principle of finding more value in what many consider garbage and since the risk is nil why not.
FLAME AWAY.
No flames from me. I think a differential pressure gauge might be the simplest setup. You can see it realtime, all the time, and if you compare new reading to the increasing DP as the filter loads, you can then make a judgement call at the end of the OCI. I have such a setup on my truck, as you may recall, and in 15K miles of service, the DP in the P1 I was running didn't increase all that much... though it did increase. There will always be SOME bypassing at select times but even though I was running a 10W30 (more than a grade heavier than spec'ed), it was seldom bypassing and when it did so, it was at predictable times (cold starts, high revs before the oil was fully warm, etc.). Now that I have the correct grade of oil in (5W20) DP is about half of what the 10W30 had and the filter stays father away from bypass even in those predictable times. In fact, in normal driving, this combo has yet to bypass (that I have noticed). I've been in the midst of harvest and winter wheat planting, so I haven't gotten back to my oil filter study and datalogging with different filters but that is on the agenda.
