Keeping the ferrous metal out

[turboflyer]

Just wanted to pass this along for those that are maintenance nuts like me. Added this ! 1/2X1/2 N52 magnet to the oil filter bottom. Yes I have them, different sizes on the trans drain and differential drain as well. If you are a none believer, run one for 5 or 6K and cut the filter open, you will be enlightened. Any way works for me on all my vehicles. Take with cheap but convenient cell phone.

[simonlok]

Neat!

I found this:

K&J Magnetics - Products

Looks like they are specifically marketing that product for oil filters and pans with high temperature operation. Only problem is that it costs $9 to ship the less than $1 magnet.

[1100s nut]

Yep! I have been running one for years. And you are right, remove the filter housing and you will see black paste grouped in the bottom of the filter. I did the same on my old volvo...can`t do it on my bimmer cars...plastic filter housing up top. They also make mag plugs that I have used over the years with the same results.

Lane

[turboflyer]

Yep K&J is where I get them from, but there are others. I have just come to trust their quality. I know the problem with the plastic oil filter housing. I found an adaptor for the Porsche that lets me run the spin ons. I actually did it to allow an adaptor for the accusump ( not installed yet), win win. Unless the filter housing is hidden or shrouded one might get the right size magnet and either strap or bond it. I think the pull of the N52 would still pull particles to the side. Worth a try.

[1100s nut]

Good idea. It will also be easy to see if it is working...cracking a oil filter is a PIA.

Lane

[turboflyer]

Ref the 1 dollar magnet. Not sure how effective that would be. But I think you can go regular postal for less. Figure out what you need for all your vehicles, maybe close friends who want some as well, then shipping is not to bad. Hey I even replaced the weak ones in my automatic trans pan.

[shreddr]

here is a flow diagram of oil through the filter:


here is something called a Bandit Magnet, looks like something you would find in any auto part store.



given the way the oil flows through the filter, it might be better to have the magnet on the side rather than the bottom? clearly a magnet is probably better than no magnet, but hopefully anything attracted to the magnet wouldn't have made it through the filter media.

[Bob Hancock]

Probably yes shreddr except for our bikes that are turned open side up....seems to me the bottom installation would be better.

[turboflyer]

True side mount preferred. The bandit magnet I am not sure of. I do not know its properties. The oil under pressure and hot I think will have a few more arrows busting around in there, but the picture does show basic flow with out bypass arrows. I will post a pic of the next oil change can , but that will be some time, just done. The oil filter on the S bike is pretty buried. You could put shorter magnets in a radial array to suit your taste. I am not sure since this is the first N52 of this size I have mounted on the bottom, but my guess is that most of the filter can will act as a trap. With regard to trapping by the filter, the particulate size would have to be bigger than the filter media trap size. Even if it was this keeps it off the filter media increasing life and useful surface. May be some one knows how small but this stuff is powder tiny, but bad for the engine.

[markjenn]

Magnets on the outside of oil filters are the equivalent of coating the inside of your airbox with grease - yes it would catch stuff and you'd see evidence of it, but that doesn't mean the stuff wouldn't be caught by the filter.

If there were true scientific results that it significantly reduced engine wear, I think we'd see oil filter mfgs selling magnet-equipped versions.

And always keep in mind that there are a lot of contaminants in your engine that are non-ferrous.

While I don't think the benefit would be measurable, I don't see any harm either, so if it floats your boat.....

- Mark

[shreddr]

Originally Posted by markjenn

If there were true scientific results that it significantly reduced engine wear, I think we'd see oil filter mfgs selling magnet-equipped versions.


- Mark

my thoughts exactly..and they would charge more for it!

[jduke]

Turbo - you sure that's a 1/2" magnet in your picture? It sure takes up a lot of the bottom space of the filter. Aren't the filters about 3" in diameter?
Am I correct in thinking the round disk with the black edge is the magnet?

[turboflyer]

The magnet is 1/2 inch thick. It is 1 and 1 1/2 across. As far as filters being sold with magnets RevTec use to make them, they did cost more. But if you have a truly powerful magnet that works you would not want to pay for it a dispose. Well I would not say it floats my boat but it does have a visible and demonstrated benefit. And I think N52 is as strong as offered that I am aware of. I dont suppose I will the last to get shot at, and I really do not mind contradicting opinion when no name calling or personal attacks are made. There are at least two or three companies that sell these. One of the products is FAA approved for aircraft use. Guys, this is not snake oil and I will continue to use and enjoy the piece of mind I get. I will do some research and see what the particle size this stuff is. Like I indicated before, even if it was big enough to be trapped by the filter why would you not want to keep i off of there if you could. Did I mention Porsche puts them in their transmission pans. My friends they work. Hey I do not sell them or offer a link do I? OK and to keep it on the light side maybe it will help me trip the left turn lane sensors in the road. They also sell those magnets for motorcycles. Win win.

[turboflyer]

Did not take long to find this. It is up to you to decide. Much more data out there. SOME IMPORTANT TEST RESULTS

SAE Technical Papers: 881827, 881825, 952555 & Additional Scientific Studies

Lube oil contamination accounts for seventy to eighty percent of all failures and wear problems. The wear process promoted by oil contamination leads to diminished fuel efficiency, shorter useful oil service life, increased engine down time, reduced component life, loss of engine performance, and an overall increase in operating costs.

Contaminant particles responsible for this damage are in the size range of the dynamic lubricant films separating moving engine component surfaces... 10 microns and smaller. Typically these particles pass through the oil filter and continue to build up in the oil system. By making simultaneous contact with opposing surfaces these harmful particles focus the load onto a small area, degrading the surface and perpetuating a chain-reaction-of-wear.

There are three categories of oil contaminates active in the engine wear process:

1. Solid particles, including wear debris and soot, which damage mechanical components and catalyze lubricant breakdown;
2. Liquid contaminates, including fuel and water, which corrode metals and hinder the functioning of lubricants; and
3. Gaseous contaminants, including acidic combustion products, which corrode component surfaces and degrade the oil.

The predominant harmful impurities in engine oil are metallic particles and metal oxides. Typically there are well over 10,000 contaminant particles per milliliter of lube oil. Furthermore, approximately 90% of these particles are less than 10-microns in size. It's important to note that these particles generate about 3.5-times more wear than particles greater than 10-microns in size. This wear occurs because these particles are the size of, or slightly larger than the dynamic oil films separating opposing surfaces.

Numerous studies have established a number of important points regarding the relationship between lube oil contamination and engine wear.
In the following SAE Paper 881827 substituting a standard 20-30 micron filter with a 10-micron filter resulted in:

1. A reduced concentration of contaminant particles by a factor of 10-15 times;
2. A reduction in the four major wear metals monitored;
3. The filter was capable of operating more than twice the recommended service life; and
4. The lube oil service life to be more than doubled without adverse engine wear or lubricant degradation.

In summary, controlling particle contamination in the 1-10 micron size range retards the chain-reaction-of-wear, resulting in significant reductions in component wear and lubricant breakdown. The beneficial consequences include greater component life and reliability, increased oil change intervals, increased fuel efficiency, and a reduction in overall maintenance costs.



Diesel Component Wear Test DDA 6V-53T Engine
(Performed by AC Delco Division of General Motors / GM)

Five critical component areas were tested:

1. Upper & Lower rod bearings.
2. Slipper bushings.
3. Compression & oil piston rings.
4. Piston rings.
5. The main bearings.

A. Diesel Engine Wear and Fuel Economy:

A study of twenty-two 6-cylindar diesel engines performed by Fodor & Ling
(affiliated with the Research Institute of Automotive Industry-Budapest and the Rensselaer
Polytechnic Institute)

Conclusion: Control of particles in the 3-10 micron range had the greatest affect in reducing engine wear.

It was found reducing contamination from 0.016% by weight (standard oil filter) to 0.0025% by weight (extended filter / 10 micron control), reduced engine wear by a factor of 14. Most significantly, oil friction was reduced by 2.9% compared to operating with clean oil. This reduction was equated to an increase in fuel economy of about 4%. As a comparison, this significantly exceeds the 0.6 - 0.9% fuel economy gain experienced when converting from SAE 40 to multi grade lube oil.

B. Survey of Diesel Engine Oil Contamination Levels

Samples of 138 engines operating with standard paper filter were compared to 117 engines operating with upgraded 10-micron filters.

Conclusions:
Based on the relationship difference between dynamic oil film and size of wear generating particles, the most important particle size range is 0-10 microns.

1. Diesel engine lube oil contamination causes wear of engine components. Wear of these components leads to loss of performance, increased maintenance and overhaul cost, lower fuel efficiency, and shorter lube oil service life.
2. There is a fundamental relationship between the size of contaminate particles and the thickness of the dynamic oil films developed between moving surfaces of active components. Particles the size of, or smaller than, the oil film thickness cause wear of components. By making simultaneous contact with both surfaces, these particles focus the load onto a small region of the surface, resulting in surface pitting, plowing, and cutting.
3. The average oil film thickness associated with the majority of diesel engine components is in the 7 to 10 micron size domain. This is the size range of the most damaging contaminant particles. In addition, mechanical stress is accentuated during the high-load/thinner oil film phase of the engine cycle. In order to minimize engine wear, emphasis must, therefore, be placed on controlling particles in the 10-micron size domain and smaller.
4. Oil contamination causes component wear and in return, generates more contamination. This is the chain-reaction-of-wear. If uncontrolled, this process results in an enormous number of oil suspended particles. The consequences of uncontrolled chain-reaction-of-wear are:
a) Higher friction, leading to high fuel consumption.
b) Loss of material from sliding and rolling contacts, resulting in misalignment, vibration, and component replacement.
c) Opening of piston dynamic sealing surfaces, leading to loss of compression, further fuel consumption, and contaminant ingestion from the environment.
d) The accumulation of soot and combustion products in the lube oil and the formation of lubricant breakdown varnishes and sludge leading to reduced oil service life.
5. The significance of proliferating particles in the 10-micron range domain is phenomenal. Each grain of contaminant (wear debris, mineral grain, metallic oxide) produces a small but finite amount of friction, abrasive wear, and catalytic oil breakdown. Because of the vast number of harmful particles, the total effect of this multitude is abbreviated oil life, substantially higher engine friction, and propagation of engine wear
6. The benefits of controlling oil cleanliness levels to the order of 100-1000 particles /ml (10 times reduction) are:
a) An 8 to 14 times reduction in engine wear.
e) Up to 2 times increase in oil service life.
f) Up to 2 times increase in filter service life.
g) Up to 5% improvement in fuel economy.

The ultimate benefits are greater diesel engine performance over extended life with lower operating cost.


Independent Laboratory Test

The subject was a Peterbuilt engine (CAT C12) using a Premo LT-30P oil filter system equipped with a 1.2 micron filter. A baseline test was performed at an interval of 15,000 miles as indicated on the Analysis Report dated 4/11/01. Ceramic Oil Filter Magnets were then inserted into the oil filter. After 15,000 miles, the second test was performed on 4/30/01. Please note the dynamic improvement in ferrous particle reduction (in PPM), but also non-ferrous materials/contaminants by the process of heterocoagulation. Final column is percent of change from 1.2 Micron super filter system that costs over $200, 25 times better than any standard street vehicle filter.

Tests conducted by:
Titan Laboratories, Denver, CO

Oil analysis report measuring parts per million (PPM), particle size 0.5 microns.

Elements
Tested
Before
Oil Filter Magnet
After
Oil Filter Magnet
Percentage
Reduction
Boron
3
2
33%
Calcium
2,929
2,870
2%
Copper
345
255
26%
Iron
57
13
77%
Lead
5
1
80%
Magnesium
14
2
86%
Phosphorus
1,533
1,104
28%
Silicon
40
8
80%
Sodium
264
37
86%

As demonstrated by SAE Technical Papers (listed above), the benefits of oil particle reduction in the 10 micron range are:

a) An 8 to 14 times reduction in engine wear.
b) Up to 2 times increase in oil service life.
c) Up to 2 times increase in filter service life.
d) Up to 5% improvement in fuel economy.

The ultimate benefits are greater engine performance over extended life with lower operating costs.
This is a 20-times improvement in particle control as compared to the SAE Technical Papers that indicate substantial wear reduction and fuel improvement by control down to only 10 microns.

[jduke]

DAMN! What's the stock number of the one you use? How did you make it stick to the filter?

[turboflyer]

That would be the DX-88 N52. I put some O-rings on just in case it decides to shift to the side. Dont think it will. If does I will just make a foam spacer. Getting it to stick will not be a problem. Getting it off, well, I used a large piece of steel round stock and carefully attached it to the magnet and pulled it off. You will need to be very careful . Yes it will literally jump out of your hand or snatch the ratchet from the bench. They are brittle and love , I mean love , anything metal.

[1100s nut]

Yes on the aircraft comment. And yes They do work! Its very simple. The more the magnet picks up and holds the more availible capacity is left for the filter to do its job. And YES it does float my boat!! I have also seen magnets just laying in the fluid pan of auto transmissions.

Lane

[jduke]

Worth a try. Will it stick to the filter all by itself? Need any adhesive?

[1100s nut]

Jerry the one I have used for years is made by; filters plus. Don`t remember where I bought it...there is a youtube video.....and you can get them from amazon dot com. (( I left out one part....if you don`t use this you are a low life....scum of the earth, piece of crap,stupid----help me I ran out some hateful words.....I know everything there is to know about everything.....don`t believe me? Just ask me! ha ha

Lane

[jduke]

I would normally say Thanks, but to quote Arlo Guthrie's "Alice's Restaurant", I know you to be the meanest father raper of them all, was coming over to me and he was mean 'n' ugly 'n' nasty 'n' horrible and all kind of things and he sat down next to me and said, "Kid, whad'ya get?" I said, "I didn't get nothing, I had to pay $50 and pick up the garbage."