i have a high horsepower twin turbo car and now going to run rotella 5-40 syn oil but if i have a choice of oil filters would it be better to run the one with the lower bypass pressure. i know they are in bypass on startup and high engine rpms???
which filter, the lower bypass
- Thread starter mcshooter
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What are the pressures we are talking about for bypass?
Thicker oil will create more pressure so you would want a higher by-pass pressure so it doesn't stay in by-pass all the time, but not too high that it creates oil starvation from the restrictiveness of the filter.
Thicker oil will create more pressure so you would want a higher by-pass pressure so it doesn't stay in by-pass all the time, but not too high that it creates oil starvation from the restrictiveness of the filter.
Originally Posted By: mcshooter
i have a high horsepower twin turbo car and now going to run rotella 5-40 syn oil but if i have a choice of oil filters would it be better to run the one with the lower bypass pressure. i know they are in bypass on startup and high engine rpms???
The bypass setting on oil filters is dependent on the filter's design and performance characteristics. For example, the manufacture must determine how much pressure difference the filter element can safely withstand without damage.
Typically, an engine's oil pump will to into pressure relief before the filter goes into bypass. Most good filters will only produce about 5 or 6 psi differential across the media with hot oil at high flow volumes.
Filters like Purolator seems to have slightly higher bypass settings (usually in the 14~16 psi range) than some like WIX/NAPA Gold that might be in the 8~10 psi range.
i have a high horsepower twin turbo car and now going to run rotella 5-40 syn oil but if i have a choice of oil filters would it be better to run the one with the lower bypass pressure. i know they are in bypass on startup and high engine rpms???
The bypass setting on oil filters is dependent on the filter's design and performance characteristics. For example, the manufacture must determine how much pressure difference the filter element can safely withstand without damage.
Typically, an engine's oil pump will to into pressure relief before the filter goes into bypass. Most good filters will only produce about 5 or 6 psi differential across the media with hot oil at high flow volumes.
Filters like Purolator seems to have slightly higher bypass settings (usually in the 14~16 psi range) than some like WIX/NAPA Gold that might be in the 8~10 psi range.
Originally Posted By: mcshooter
since most say oil flow is the most important then the napa gold would be the better choice especially at high rpm. thanks guys
You running an aftermarket oil pump with higher relief pressure setting & higher volume output?
If not, then any good filter will do the job (ie, Purolator, K&N, Royal Purple, etc).
since most say oil flow is the most important then the napa gold would be the better choice especially at high rpm. thanks guys
You running an aftermarket oil pump with higher relief pressure setting & higher volume output?
If not, then any good filter will do the job (ie, Purolator, K&N, Royal Purple, etc).
Try a Fleetguard syntech . Look up their website. IMO there is too much thought on flow vs filtration and not enough realization of fact. The oil filter really is not super important other than a quality MFG. A racing type filter is for a 9,000 rpm engine.
Originally Posted By: mcshooter
since most say oil flow is the most important then the napa gold would be the better choice especially at high rpm. thanks guys
Except those that will quote the longer part life with finer filtration. Most likley filters have plenty of flow. Really the flow issue is not an issue.
since most say oil flow is the most important then the napa gold would be the better choice especially at high rpm. thanks guys
Except those that will quote the longer part life with finer filtration. Most likley filters have plenty of flow. Really the flow issue is not an issue.
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A filter is invisible most of the time. If the oil pump is in relief you're at elevated PSID. The amount will depend on how much flow is shunted via the pump relief AND the amount of filter loading at the moment.
There are some engines (and this was something so obscure that it never occurred to me before it appeared here) can produce enough volume (and this is in the 10gpm+ range) that the filter itself can become a reasonable player in the total scheme.
For 99% of the rolling fleet, the filter is invisible. The engine trumps it big time in the total resistance to flow. The back side of the media is seeing an near identical "back pressure" downstream. 2PSID would be about it. Even loaded it just means that the visc has to drop to reduce it to next to nothing. The charts are typically not in situ readings.
There are some engines (and this was something so obscure that it never occurred to me before it appeared here) can produce enough volume (and this is in the 10gpm+ range) that the filter itself can become a reasonable player in the total scheme.
For 99% of the rolling fleet, the filter is invisible. The engine trumps it big time in the total resistance to flow. The back side of the media is seeing an near identical "back pressure" downstream. 2PSID would be about it. Even loaded it just means that the visc has to drop to reduce it to next to nothing. The charts are typically not in situ readings.
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