Quote:
So from your post, this would simply be because a given amount of oil is passing through a larger filter surface. Pressure would have nothing to do with it.
In the vacuum of my perfect world scenario ..with no qualifications, imo, no it wouldn't. It's surely beneficial in comparing one filter to another in how it will handle the times when you're in relief or are subjected to conditions outside the confines of "normal" (for example: an engine with 200k on it and worn pump gears that has lingering HLA noise that it relieved with changing brands in filters- there are always exceptions). One would imagine that if one filter had an increased flow at a given pressure ..and had a poorer Beta number, that the media had a larger average pore size. OTOH, if it had a better Beta number to another filter and like flow at pressure, you can assume a closer distribution ..more uniform - pore size that is consistent throughout the media (I think I expressed that correctly). There should be a triangle of elements that you can work in there in manipulation. I'm not sure if the article's PSID/FLOW numbers were done on the filter ..or the filter media. The media tests, if Grease's Filter Study (performed by our fellow member, Schultz of PALL filtration) are how those figures were determined, they use swatches of media to get the readings (was that too much strung together?).
Your observations in dust particle suspension (and in stuff like spray drying - shop vacs - etc.) bear out here too ..or so I reason. Aren't all the pores in a filter like various sized ducts ..where varied relative velocity would either promote or inhibit snagging particles?
427Z06 had an observation that I'll share here. It's not assured as to its validity - but it strongly suggests that all three of these filters use the same media and were tested under the same flow rates. Again - this isn't confirmed - ..but this is what one would expect if the same media was used and assuming that the square inches of the media was somewhat proportional to the size of the can (note qualifying disclaimers).
UPC Number: 765809513488
Principal Application: Various Chrysler/Jeep (82-07), Various GM, Saturn (85-07), Lexus (90-07), Saab (67-07), Suzuki (86-02), Toyota (88-07), Yugo (86-89), Harley-Davidson, Various Lawn&Garden, Farm Equip.
All Applications
Style: Spin-On Lube Filter
Service: Lube
Type: Full Flow
Media: Paper
Height: 3.404
Outer Diameter Top: 2.921
Outer Diameter Bottom: Closed
Thread Size: 3/4-16
By-Pass Valve Setting-PSI: 8-11
Anti-Drain Back Valve: Yes
Beta Ratio:
2/20=21/37
Burst Pressure-PSI: 275
Max Flow Rate: 7-9 GPM
Nominal Micro Rating: 19
Gasket Diameters
Number O.D. I.D. Thk.
Attached 2.734 2.430 0.226
Part Number: 51516
UPC Number: 765809515161
Principal Application: Ford/Mercury (81-07), Chrysler/Jeep (02-07), Mazda Trucks (94-07)
All Applications
Style: Spin-On Lube Filter
Service: Lube
Type: Full Flow
Media: Paper
Height: 4.828
Outer Diameter Top: 2.921
Outer Diameter Bottom: Closed
Thread Size: 3/4-16
By-Pass Valve Setting-PSI: 8-11
Anti-Drain Back Valve: Yes
Beta Ratio:
2/20=14/31
Burst Pressure-PSI: 275
Max Flow Rate: 7-9 GPM
Nominal Micro Rating: 20
Gasket Diameters
Number O.D. I.D. Thk.
Attached 2.734 2.430 0.226
Part Number: 51515
UPC Number: 765809515154
Principal Application: Chrysler Family of Cars/Trucks (57-70), Ford Family of Cars/Trucks (57-00), Mazda Trucks (94-00), Toyota Landcruiser (71-96) - (Two Quart version is 51773)
All Applications
Style: Spin-On Lube Filter
Service: Lube
Type: Full Flow
Media: Paper
Height: 5.178
Outer Diameter: 3.660
Thread Size: 3/4-16
By-Pass Valve Setting-PSI: 8-11
Anti-Drain Back Valve: Yes
Beta Ratio:
2/20=13/23
Burst Pressure-PSI: 270
Max Flow Rate: 7-9 GPM
Nominal Micro Rating: 19
Gasket Diameters
Number O.D. I.D. Thk.
Attached 2.834 2.462 0.200
Quote:
The filter media is very thin with a large surface area so it = low friction.
It would appear so in a comparative way with the rest of the engine.
Now you also have to realize that this is, somewhat, thrown out the window when your pump goes into relief. At that point there is no mandated flow. The oil doesn't accelerate to over come restrictions ..and the filter can take a larger chunk of the resistive/restrictive pie. That's what bypass mechanisms are for. A major revelation for me was when a new member, who had his bypass port defeated in his BBC, had a filter collapse and block his oil flow. That, and one comment by Pete C. (of Wix) sorta tied it all together for me ..but not all at once. Pete C. said ..more or less blurted out, actually .."The bypass valve is there to protect the engine!!" ..while up until that catastrophic event of that BBC, I had adhered to the belief that the bypass valve was there to protect the media. Before that guy did me a big favor in some very expensive and unintended R&D it had only occurred to me that the media would be breached ..get ripped and be rendered useless. It never dawned on my that it could result in a total collapse.
Those two events made me alter my view a bit. The bypass valve (or mechanism) is there to protect the engine from oil starvation by limiting the maximum PSID that can be generated across the filter media ...while the bypass valve setting protects the media by limiting the maximum PSID that can be generated across the filter media.
Quote:
Learning a lot here!
Everything you see above came from this site. I had no such grip on it before coming here. It was with a lot of pounding it out and, at times getting spanked, that allowed me to get here. There were a number of resident engineers that provided the proper amount of spanking and input. 427Z06 is one ..and XS650 was another (hasn't been around in a while) ..as well as quite a few others (Ugly3 is surely up for mentioning with his offering of high mileage used filters -if I've left out any who feel that they were instrumental - my apologies). I also had the means to do some of my own testing on stuff. That too was mentored and monitored by those who know how to factor worth out of data.
One final word (at least in this post
). No convention/school of thought lasts forever. That is, sooner or later you'll come across some lubrication situation that can't be resolved with the aforementioned views/principles/etc. So, don't take too much to the bank here. There's always a curve ball in the future that will have you
. It happens to me all the time.