The "flow" aspects of any filter SHOULD be of no consequence one way or the other. If you experience differences in noise or whatever between one filter or another (other than a leaking ADBV -which can happen to any filter - silicon or not), the difference is in your engine. A filter should never alter any flow of consequence in a fully functional and fit lube system. If your ADBV holds, you've got a molecule:molecule unified oil mass from the sump to the outlet of the filter (and beyond) keeping a static column of oil against the flow producing pump.
Now if the pump is already spinning its tires (higher internal leakage) ..or HAS to spin its tires to get the oil mass moving, then you MAY see some APPARENT resistance, as read in terms of PSID, across the filter, but it is mostly the expression of the flow divergence between the engine and the internal pump relief. When the pump isn't in relief ..no flow divergence ..no PSID of consequence. IF, during the flow divergence event (i.e. the line pressure reaches the oil pump relief limits) AND the flow divergence is excessive, THEN the bypass valve will limit that APPARENT resistance to a sensible level to allow maximum flow to the engine and protect the media.
Now some may have issues that are particular to their engine (worn pump vanes, some clogged passages beyond the main gallery) that can cause some symptoms that one can surely attribute to the "flow" capability of one filter over another. Just keep in mind that the issue isn't with the filter ..it's with YOUR engine and something that's wrong with it.
Just run this PASS:FAIL analysis test on your opinion.
Does EVERY engine like mine react THIS way with THIS filter?
Yes? Blame the filter
No? Blame the engine's condition for making this an issue.
Then go further to ask if this is an issue of annoyance or a true problem that would evidence itself in terms of additional wear.
My 2.5 jeep takes a long time (relatively) to read peak normalized pressure from startup. There's no noise ..no rattle ...zip..zilch. I assure you that it is more my use of a 40 weight causing the oil pump to spin its tires getting the oil mass moving from a standstill that slows the achieving of peak pressure WAY more than it is the resistance of the filter. The oil filter is surely at or near the bypass threshold ..but it is there due to the oil pump being in relief. The filter is just a place where the difference in flow(s) can be expressed (and experienced) in PSID in the transitional/marginal events.
Have a pipe with a ball in it. The ball just fits inside the pipe. Fill the pipe up with water ..and make the pipe 100ft long and on a slight incline. Now put a pump behind the ball. The pump has ONE speed/output level (for our demonstration), 5gpm. Do you think that 100ft of static water is going to accelerate to 5gpm on a dime? So, to save your positive displacement water pump, you put a modulating blow off valve on it that cycles the excess flow back to the suction side of the pump until the total water column "gets up to speed". Now when you turn on your pump, it still pumps 5gpm, but until that ball, AND MORE IMPORTANTLY, THE LIQUID ON THE OTHER SIDE OF IT, gets moving @ whatever velocity 5gpm equals ..you'll see the supply pressure upstream ..and the realized pressure downstream of it. As the ball starts reaching 5gpm in realized velocity ...that differential will evaporate. The ball will be (virtually) transparent in the pipe as a "restriction/resistance". We seem to feel that "the ball" (the filter) is responsible for the differential ..but can't seem to integrate that it's merely (in the vast majority of cases) ..just a place to view the event of the acceleration process.
