Interesting test on post 2 micron fuel fiters

[Hodge]

I had a 2 micron Fuel Manager on my CRD, about a foot away from main filter and had no issues at all with performance...

[MyGU8]

Hello guys,

I am running a 2 micron Racor filter (R445) before the OEM filter (CRD).

I have done an extensive evaluation of the advantages of having a second filter and the importance of 2 micron filter - these are not just forum talks but all from reliable sources (Donaldsons / Bosch etc.)

The filter is filtted 600k's ago and still going great. I also fitted a restriction indicator with WIF sensor.

I am not sure whether I am allowed to say this but on the other forum, there is a good discussion with all my points on a 2micron second filter.

[MyGU8]

some photos:

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[NissanGQ4.2]

I am not sure whether I am allowed to say this but on the other forum, there is a good discussion with all my points on a 2micron second filter.

Got a link 2 your post in that other forum?

[MyGU8]

I learned a lot along the way so please read all posts.

Cheers;


http://www.patrol4x4.com/forum/zd30-...isited-323369/

[MudRunnerTD]

Hello guys,

I am running a 2 micron Racor filter (R445) before the OEM filter (CRD).

I have done an extensive evaluation of the advantages of having a second filter and the importance of 2 micron filter - these are not just forum talks but all from reliable sources (Donaldsons / Bosch etc.)

The filter is filtted 600k's ago and still going great. I also fitted a restriction indicator with WIF sensor.

I am not sure whether I am allowed to say this but on the other forum, there is a good discussion with all my points on a 2micron second filter.

If you go to the other forum and go to your post and click "quote" then copy and paste your post from there straight up here it will be shown here in a quote box like it would if you were quoting here. A better option IMO

[MyGU8]

If you go to the other forum and go to your post and click "quote" then copy and paste your post from there straight up here it will be shown here in a quote box like it would if you were quoting here. A better option IMO

It's about a five pages long thread and about 20 odd posts from me highlighting all the technical evidences of the advantages of the 2 micron filters.

I'll see what I can do to post all my posts here, when I get a chance.

[MyGU8]

I'll post all of my posts:

I know, I know.. This has been discussed in length but I am still trying to get hang of it (engineering background to blame).
This thread is for discussion and as a resource for anyone on the same dilemma.

Now so far these are my findings/thoughts:

My original thought was to include a 2 micron second filter with minimal headloss before the OEM filter.

The information I was able to find so far are:

Issue:
This will create additional stress on the pump as we are introducing additional restriction on the line.

My View:
The pump must be design to certain % restriction on the OEM filter anyway, so if I replace the OEM filter with a brand new filter the headloss across the OEM filter must be negligible. Even after some time the OEM filter should not clogged as much as the aftermarket filter (first in line) which I can replace and often as I feel reasonable. This will eliminate/minimise the effect on the pump.

Issue:
2 Micron filters put significant restriction on the line - again stress in the pump because 2 micron filters clogged very quickly.

My View:
The OEM filter cannot be anymore than 3-4 microns, how can OEM filter not clogging quickly than a 2 micron filter and additing additional stress on the pump?

Issue:
Why not replacing the OEM filter with a 2 micron aftermarket.

My View:
The design of OEM filter is EXCELLENT - remember in my view - if you look at the filter it was designed as a complete unit with only the pipe connections the user has to make, I believe the significance of the level of filtration (in other words not introducing contaminants into the system) is well thought out.
If I am a little careful I can almost avoid any contaminants getting into the system - after the filter unit it is - but I am not sure how I can achieve this level of contaminant free filter replacement on a spin-on aftermarket fuel filter.

So after going through consideration of Additional filter --> replace OEM filter, I am back with additional filter, but only with a far less headloss across the filter and high flow rate.

I like someone arguing my points as far as it is productive and with proper background information or reasonable logic.

Thanks everyone.

[MyGU8]

.............................

Has anyone read this before:

https://www.donaldson.com/content/da...hite-Paper.pdf

[MyGU8]

........................

Not really; another reference document taking the point on the industry

http://www.cleanprotectpolish.com.au...y_Check....pdf

I think regardless of the OEM filter used adding another filter will always benefit.

My point is the issue due to head loss created by the additional filter is far less serious than the issue with contaminant in the fuel itself.
Also the time taken for a pump failure due to additional head will be significantly more than the time taken for an injector damage due to contaminant.

Other thing to consider is most of the secondary filter kits are sold as 2um filters where this should be the actual filtration limit (ie OEM).
If the OEM's are actually 2um then we are adding another filter to the system to increase the efficiency anyway and also it really does not matter the additional filter is after or before the OEM (I go for before), but if the OEM is less than 2um then adding another 2um filter will improve the efficiency and remove contaminant to the required level (reason I go for before).

If the OEM filter is more than 2um then the system is doomed anyway.

Some other points from around the globe:

Filtering contamination
The precision components in today’s fuel systems require specially designed fuel filters. The critical
component is a super-fine filtration media that removes more than 98 percent of particles 2 microns
and larger. Quality filters feature:
ƒ

• Maximum engine performance and fuel economy
• ƒ Reduced exposure to abrasives
• ƒ Reduced wear on injectors and pumps
• ƒ Fewer fuel system adjustments
• ƒ Easier starting
• ƒ Longer filter life

KEEP IT CLEAN, AND KEEP RUNNING AT PEAK EFFICIENCY

• During storage and transfer of fuel
• ƒ Periodically drain and flush all fuel storage containers to remove any sediments.
• ƒ Maintain a regular schedule for draining machine fuel tanks: weekly for severely dusty
• conditions, every three months for normal conditions.

• ƒ Keep all fuel equipment clean.
• ƒ Maintain all hoses, gaskets and seals in your fuel storage and transfer equipment.
• ƒ Use line filters on all fuel transfer equipment.
• ƒ Never transfer fuel into open containers.
• ƒ Only purchase fuel from a reliable source, and demand periodic testing to ensure quality.
• ƒ Repair any fuel line leaks immediately.
• ƒ Keep fuel tank breathers open and functioning properly. Use an appropriate breather.
• ƒ Never operate a machine without the fuel cap.
• ƒ If a fuel cap does not seal properly, replace it immediately.

When changing filters
ƒ

• Follow the recommended filter change schedule.
• ƒ Keep filters packed in their original box until they are installed.
• ƒ Never pre-fill a new filter — doing so allows some fuel to bypass the filter altogether.
• ƒ Maximize filtration protection by using fuel filters of good quality.

When performing engine service
ƒ

• Clean debris from the engine compartment before removing filters and other fuel system
• components.
• ƒ On earthmoving equipment use a high pressure wash to blast built-up grime off the engine
• before “opening” the engine for repairs.
• ƒ Tightly cap or plug all openings during repairs, even if they are only needed for a few minutes.
• ƒ Clean reusable parts with solvents, using proper cleaning and drying methods.
• ƒ Keep new parts in their original package until needed.
• ƒ Never place components directly on the ground.
• ƒ Don’t reuse seals, replace them.
• ƒ Perform routine inspection of fuel line connections from the tank to the fuel pump.