self-contained bypass oil filters

[PDM]

For many years I have been following the discussions surrounding bypass oil filtration, soot, and oil change intervals. I can see the advantages of the add-on secondary bypass systems, but the cost and space requirements had left me less enthusiastic about the add-on systems.

More recently others had mentioned the Fleetguard LF9028 and Baldwin BD7317 oil filters which have a self-contained bypass filtration section. These filters seem to offer many of the benefits of the add-on bypass systems without the initial costs or space requirements.
Having been satisfied with either the Fleetguard LF16035 or the Donaldson ELF7349, I never gave serious consideration to trying either of the self-contained bypass filters... until I came across the articles linked below.

After reading the articles, I found the Baldwin BD7317 for ~$12, while the Fleetguard LF9028 was ~$32. My first reaction was that for $20 less and somewhat similar specifications (5 micron bypass), the Baldwin is quite cost effective.
Has anyone been able to make an economic case for the higher cost Fleetguard LF9028? The one possibility that comes to mind is if the Fleetguard is more compatible with extended-oil-drain intervals, however I haven't been able to find any information supporting that.
Thoughts? I'm interested to learn more about the self-contained bypass filters, and also how they are working in actual use. Thanks!

http://www.machinerylubrication.com/Read/561/oil-analysis-diesel-engine
Soot
Soot is formed during the combustion process and enters the crankcase with combustion gas blow-by. Soot is 98 percent carbon by weight, and has an original size of 0. 01 to 0. 05 micron, but tends to agglomerate to form larger particles in the crankcase. Soot levels generally increase with mileage and fuel consumption. Excess soot increases the oil's viscosity, leading to higher temperatures, higher pumping costs, power loss and the risk of lubricant starvation, especially at start-up. An oil's ability to disperse soot is critical to preventing soot-polishing wear caused by the effects of soot on the oil's antiwear additives. If wear occurs in the valve train, fuel economy will suffer as injection timing and valve timing will move from their optimum settings.
Soot loads in the lubricant can be expected to increase dramatically in EGR engines, causing increased temperature and viscosity, dispersancy failure, deposits and wear. Actual extended oil drains need to be carefully monitored due to increased soot.

http://www.machinerylubrication.com/Read/1033/diesel-engine-oil-contaminants
Soot
New diesel engines designed for lower emissions have higher injection pressures. This corresponds to increased sensitivity to abrasive wear (for example, from soot) between rocker, shaft and rocker bearing and can lead to rocker arm seizure. New exhaust gas recirculation (EGR) units on diesel engines amplify the amount and abrasivity of soot production.
Viscosity increases with soot load. However, high dispersancy associated with some modern engine oils may increase viscosity with soot even more. High viscosity corresponds to cold-start problems and risk of oil starvation.
Soot polishes off protective antiwear soap films in boundary zones such as cam and cam-follower zones.
Carbon jacking from the buildup of soot and sludge behind piston rings in grooves can cause rapid wear of rings and cylinder walls. This can cause broken or severely damaged rings during cold-start conditions.

http://www.machinerylubrication.com/Read/238/extended-oil-drains
The cam system is the Achilles heel of today's emission controlled engines. The engines need adequate lubrication with minimum debris and soot in the oil films between critical components.

 

[CKelley1]

fleetguard holds the patents on the unique lf9028, the Baldwin bd7317 is no where near capable of filtering like the 9028 but for the cost every dodge owner should switch to the 7317. people do not understand the standalone bypass filter. a new filter only filters half as good as a used filter. get a bmk 21 amsoil kit and a eabp 110 filter. do NOT change filter until it no longer flows oil. here are pix of a lf9028, a used lf9035 and a bd7317, what you cannot see very well is the orifice to draw the oil through the bypass portion, also note how much filtering gets done on the 9028. these filters were made for a refer engine that runs 24/7 with very long drain intervals
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[PDM]

CKelly1, thanks for posting your pictures! Looks like the lf9028 has a longer primary filter section, so it could possibly have a greater capacity to flow while holding particulates. The bypass filtration section of the lf9028 is rather clever, looks like a very large surface area.

Have you come across any figures for dirt-holding capacity, or hours/miles of expected use for the lf9028? Any information confirming suitability of the lf9028 for extended drain intervals? If so, it would help justify the higher purchase price.

It seems like you suggest the bd7317 is better used in a conventional oil change interval. That was my impression based on an admittedly limited information base. Even with a standard oil change interval it is easy to see the advantages of using the bd7317 in light of what I've read concerning soot.

 

[CKelley1]

there is such a huge difference in soot loading between models there is no way to state miles or hours but a filter rep I met at rocky mountain cummins showed me data that convinced me there is a 100% safety headroom on the longest oil change on any model. some of my trucks have near or over 1,000,000 miles on them, I am cheap and want the best for the least money. if you use the 7317 for regular changes and the bypass filter the way I stated and do about two oil analysis you can cut your cost down to about a quarter of what your spending now. example I have several 06's modified to remove most of the in-cylinder egr that also reduces the soot loading to the same as a 03, bd7317 main filter and a bypass filter. delo 15w-40 CI4+ oil. analysis at 15,000 next at 20,000 last at 25,000 this is at towing extremely heavy. at 25,000 the tbn was still ok and soot loading was about at the 25% level of recommended max, but the iron creped up enough, we made a decision to limit our changes to 20,000 miles on the 06. we make our own bypass oil filter kits using bypass filters we stock for some of our big equipment but the amsoil 110 filter has the exact same specifications as far as particle size, you should get 10 oil changes before needing to change the bypass filter, with 200,000 miles between changes brings the cost of the bypass filter to nothing per mile.
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[amsoilman]

For many years I have been following the discussions surrounding bypass oil filtration, soot, and oil change intervals. I can see the advantages of the add-on secondary bypass systems, but the cost and space requirements had left me less enthusiastic about the add-on systems.



More recently others had mentioned the Fleetguard LF9028 and Baldwin BD7317 oil filters which have a self-contained bypass filtration section. These filters seem to offer many of the benefits of the add-on bypass systems without the initial costs or space requirements.

Having been satisfied with either the Fleetguard LF16035 or the Donaldson ELF7349, I never gave serious consideration to trying either of the self-contained bypass filters... until I came across the articles linked below.



After reading the articles, I found the Baldwin BD7317 for ~$12, while the Fleetguard LF9028 was ~$32. My first reaction was that for $20 less and somewhat similar specifications (5 micron bypass), the Baldwin is quite cost effective.

Has anyone been able to make an economic case for the higher cost Fleetguard LF9028? The one possibility that comes to mind is if the Fleetguard is more compatible with extended-oil-drain intervals, however I haven't been able to find any information supporting that.

Thoughts? I'm interested to learn more about the self-contained bypass filters, and also how they are working in actual use. Thanks!



http://www.machinerylubrication.com/Read/561/oil-analysis-diesel-engine

Soot

Soot is formed during the combustion process and enters the crankcase with combustion gas blow-by. Soot is 98 percent carbon by weight, and has an original size of 0. 01 to 0. 05 micron, but tends to agglomerate to form larger particles in the crankcase. Soot levels generally increase with mileage and fuel consumption. Excess soot increases the oil’s viscosity, leading to higher temperatures, higher pumping costs, power loss and the risk of lubricant starvation, especially at start-up. An oil’s ability to disperse soot is critical to preventing soot-polishing wear caused by the effects of soot on the oil’s antiwear additives. If wear occurs in the valve train, fuel economy will suffer as injection timing and valve timing will move from their optimum settings.

Soot loads in the lubricant can be expected to increase dramatically in EGR engines, causing increased temperature and viscosity, dispersancy failure, deposits and wear. Actual extended oil drains need to be carefully monitored due to increased soot.



http://www.machinerylubrication.com/Read/1033/diesel-engine-oil-contaminants

Soot

New diesel engines designed for lower emissions have higher injection pressures. This corresponds to increased sensitivity to abrasive wear (for example, from soot) between rocker, shaft and rocker bearing and can lead to rocker arm seizure. New exhaust gas recirculation (EGR) units on diesel engines amplify the amount and abrasivity of soot production.

Viscosity increases with soot load. However, high dispersancy associated with some modern engine oils may increase viscosity with soot even more. High viscosity corresponds to cold-start problems and risk of oil starvation.

Soot polishes off protective antiwear soap films in boundary zones such as cam and cam-follower zones.

Carbon jacking from the buildup of soot and sludge behind piston rings in grooves can cause rapid wear of rings and cylinder walls. This can cause broken or severely damaged rings during cold-start conditions.



http://www.machinerylubrication.com/Read/238/extended-oil-drains

The cam system is the Achilles heel of today’s emission controlled engines. The engines need adequate lubrication with minimum debris and soot in the oil films between critical components.

A "Stand-alone by-pass filter" will have a much higher capacity for holding contaminants, but the filters you are speaking about, are no doubt better than a regular filter! I am using the Amsoil EabP-100 by-pass filter om my 2010 Dodge 6. 7 L, and at 27,000 miles on the oil, the soot level is 0. 1 percent, and viscosity is still in mid range of a 40 grade oil.

 

[HPSimpson]

I have been using the Baldwin 7317 for two years the oil stays cleaner looking much longer, I change the oil at 6500 miles, due to operational needs of towing slow speeds and California roads along the coast towing a boat. I could go farer with oil changes, but I don't feel comfortable doing that. I have notice the oil at change out is not totally black, sort between ember tint and to black color.

 

[amsoilman]

I have been using the Baldwin 7317 for two years the oil stays cleaner looking much longer, I change the oil at 6500 miles, due to operational needs of towing slow speeds and California roads along the coast towing a boat. I could go farer with oil changes, but I don't feel comfortable doing that. I have notice the oil at change out is not totally black, sort between ember tint and to black color.

The 12 Valve Cummins engines don't produce the soot nearly as bad as the newer models, so the oil doesn't turn black quite as quick as the newer one either.