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Does your “HV setup” potentially put out 12 gpm @ 5000 RPM?
9gpm @ 3500
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Do you keep the RPMs down low until the oil is nearly at full operating temperature?
The thing's like a diesel without the noise (well, some of it). It rarely sees above 2000-2500. You're in 3rd gear within 60ft in most cases.
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Do you change the filter before 5000 miles to ensure loading doesn’t increase PSID and take away already potentially small bypass headroom?
Only if I'm changing oil like underwear (relatively speaking). Filters are used up to 20k. Loading effects, as I've clearly described in detail, are highly over rated in services that would also be conducive to longer OCI's.
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Do you have an accurate delta pressure gauge across the filter that records it’s PSID at all times so you know when it's in bypass mode or not?
Not at the moment. Rather anal, wouldn't you say? Do you have a thermometer up your behind to constantly monitor if you have a fever?? I may do it again just to show you that it's the relief event that is responsible for elevated PSID ..but
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I’ve said before that an 8 psi bypass setting is probably borderline on the “OK side” when the oil is hot on a HV oil system
It's probably great for the vast majority of sensible operation.
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but it really comes down to the actual flow volume and oil viscosity factors.
Sure. Our dispute is "how much" and when it becomes a factor (the infamous chart).
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Without doing an actual test with measurement instrumentation to see what the filter’s PSID would be in all operating conditions, you are just “assuming” it’s OK based on your past “experiences” with an Econoline van, which really have no scientific measure of merit if testing was not actually done directly on the HV system.
So, we can say that your postings are more valid due to 100% lack of any bona fide or amateur testing of any kind? Makes sense that your critique and input carries much more weight. Sorry, I must have wasted my time.
If "flow is flow" (I think one of us said this) ..and whatnot is whatnot, my observations can only be valid ..or not. They have to, just like a 20 weight is a 70 weight at some point in the warm up state, transition through those states that I observed, regardless of the ultimate volume potential of either system. A 12 gpm system has to, at some point, operate @ 6 gpm ..4 gpm ..1 gpm ..and so does a Mitsubishi 3.0. Even at 1/2 the output, it would have to look just like "half the output" (it was a 3.0 Mitsubishi btw ..and not an Econoline van).
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I’ve never argued that max PSID doesn’t occur at cold startup and enough PRM to get the pump into releif mode – I challenge you to go back and quote one time where I said otherwise.
Perhaps not, but you did argue at length about how relief was not responsible for elevated PSID. Out of relief, regardless of viscosity, virtually no PSID (at least none compared to in relief situations). Even wix refers to an unqualified "2psid or less @ 3gpm". That's how much an issue they think it is. Not worth mentioning.
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But you fail to also realize that there can be a significant PSID during high RPM usage with even warm or hot oil if the flow volumes are huge. There is a large, multi parametric operating envelope going on in an oiling system ... all operational boundaries need to be considered.
I don't think "fail" is the proper word here. It's got to be a rare instance where a filter can actually become part of the resistance equation. This is something you refuse to concede. It's, for the vast gross galactic majority of operational modes ..just not a factor. This is something that you consider above everything else ..even though it will be the least utilized aspect of the 23psi bypass setting. You love this end of it for some odd reason. That's fine.
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If Euro cars need a 30 psi bypass filter then don’t ya think that is so for a reason?
Yes ..and I've stated them
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Don’t you think a HV pumped Subaru could ever run at high RPMs at times, or be used like a Euro car?
Sure. Why not? A Euro car can be run like a Subaru too ..or a Chevette or a Camry ..or a 'Vette. What's your point? The point I think you're missing is that regardless of the ultimate capability of the chassis in question, it's going to be in warm up for the vast majority of its life if it's a daily driver. Much more of an issue than the rare instances of 100mph runs over all owners on average. That is, those used >20-30min are dwarfed by those
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So the bottom line from all this discussion is this:
Gary Allen - recommends going against Subaru’s specification and says it’s perfectly OK to use an 8 psi bypass filter.
Not true. I said that I wouldn't worry about it. I think my disclaimer cleared this up (don't attempt this at home folks).
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Superbusa - recommends not using an 8 psi bypass filter, but instead using the best filter you can find that is has a 23 psi bypass valve as specified by and that meets Subaru’s specifications.
..and Superbusa would be correct.