Originally Posted By: Doug Hillary
Hi,
Pontual - Whilst it’s true that some Centrifuge filtration systems perform better than others, all are a quantum leap forward over a full flow filter in maintaining engine lubricant condition via the removal on contaminants. They are also demonstrably better than the normal barrier type by-pass filtration system at the same task.
It can be said that any by-pass system will better maintain engine lubricant condition than a normal full flow filtration system. However the end result comes at a cost and for most end users (especially non Commercial car users) the cost over benefit ratio simply doesn’t stack up
I first became a fan of by-pass systems in Commercial equipment – namely in Earthmoving and in Heavy trucks during Testing in the 1960s and later on in small Japanese high speed diesel engines on Reefer Units on Semis
My first exposure to Centrifuge systems on cars was on some Simca engines during the 1960s too In the case of the Simca car engines the Centrifuge was crankshaft mounted and prone to lack of servicing once the vehicle left the Simca service network. I’ve seen these devices clogged rock hard with debris rendering them totally ineffective at that point
Other Euro engines also used various types of Centrifuge lubricant conditioners as well – mostly on diesel engines. Some of these engines were pre combustion chamber types
In my own case I used Mann-Hummel Centrifuge units on my Detroit Series 60 powered vehicles. This was over millions of Kms in all sorts of climatic conditions. In the final configuration I dispensed with the synthetic media barrier FF filters and used 45 Micron SS cleanable screen inserts instead
In various Tests via SAE and OEMs it has been shown that the rate of depletion of the additive package was lower in engines fitted with a Centrifuge. Of course this is typically because the contaminants are removed very quickly allowing the detergent additives (depending on formulation) to function longer
Some practical facts;
Typical Test results follow:
Particle (metallic wear metals) size in Microns/%
15% 0.25-0.5/25% 0.5-1/30% 1-2/16% 2-3/6% 3-5/4% 5-10/2% >10/2%
So around 90% or so of the particles were less than 2 Microns
My vehicle’s results (using Mobil and Castrol Labs) showed no unusual additive depletion due to the Centrifuge
OCIs averaged 90050kms
TAN at OCI = 6.67
TBN at OCI = 2.64
In all other such Field Testing on various engine Families the results of the TAN/TBN “balance” were much the same
So IMO based on considerable Field Testing and Lab results and other practical experience there is no evidence of any abnormal additive depletion due to the operation of a Centrifuge
Now THAT's evidence. Always liked the idea of centrifugal filtration.
Fiat 124 had one but unfortunately it didn't carry-over into my Lada when they copied the design. Perhaps the Russians wouldn't have cleaned it.
Small Honda motorcycle engines (eg CG125, commonly cloned here) have them as well, but hardly anybody cleans them either.
Hi,
Pontual - Whilst it’s true that some Centrifuge filtration systems perform better than others, all are a quantum leap forward over a full flow filter in maintaining engine lubricant condition via the removal on contaminants. They are also demonstrably better than the normal barrier type by-pass filtration system at the same task.
It can be said that any by-pass system will better maintain engine lubricant condition than a normal full flow filtration system. However the end result comes at a cost and for most end users (especially non Commercial car users) the cost over benefit ratio simply doesn’t stack up
I first became a fan of by-pass systems in Commercial equipment – namely in Earthmoving and in Heavy trucks during Testing in the 1960s and later on in small Japanese high speed diesel engines on Reefer Units on Semis
My first exposure to Centrifuge systems on cars was on some Simca engines during the 1960s too In the case of the Simca car engines the Centrifuge was crankshaft mounted and prone to lack of servicing once the vehicle left the Simca service network. I’ve seen these devices clogged rock hard with debris rendering them totally ineffective at that point
Other Euro engines also used various types of Centrifuge lubricant conditioners as well – mostly on diesel engines. Some of these engines were pre combustion chamber types
In my own case I used Mann-Hummel Centrifuge units on my Detroit Series 60 powered vehicles. This was over millions of Kms in all sorts of climatic conditions. In the final configuration I dispensed with the synthetic media barrier FF filters and used 45 Micron SS cleanable screen inserts instead
In various Tests via SAE and OEMs it has been shown that the rate of depletion of the additive package was lower in engines fitted with a Centrifuge. Of course this is typically because the contaminants are removed very quickly allowing the detergent additives (depending on formulation) to function longer
Some practical facts;
Typical Test results follow:
Particle (metallic wear metals) size in Microns/%
15% 0.25-0.5/25% 0.5-1/30% 1-2/16% 2-3/6% 3-5/4% 5-10/2% >10/2%
So around 90% or so of the particles were less than 2 Microns
My vehicle’s results (using Mobil and Castrol Labs) showed no unusual additive depletion due to the Centrifuge
OCIs averaged 90050kms
TAN at OCI = 6.67
TBN at OCI = 2.64
In all other such Field Testing on various engine Families the results of the TAN/TBN “balance” were much the same
So IMO based on considerable Field Testing and Lab results and other practical experience there is no evidence of any abnormal additive depletion due to the operation of a Centrifuge
Now THAT's evidence. Always liked the idea of centrifugal filtration.
Fiat 124 had one but unfortunately it didn't carry-over into my Lada when they copied the design. Perhaps the Russians wouldn't have cleaned it.
Small Honda motorcycle engines (eg CG125, commonly cloned here) have them as well, but hardly anybody cleans them either.
