Bypass Filter w/o the hardware

[philip]

In times past, a typical bypass filter required a separate canister, plumbing from an oil gallery and plumbing back to the crankcase. (Note: commercial diesel applications typically have a LOT of room for large filters. Passenger vehicles often pose a problem in this respect).





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[asavage]

AMSOil recently introduced a similar two-in-one filter. Does Fleetguard have one that fits the SD engines?

While it's fairly common on medium- and heavy-duty diesel trucks to have two oil filters, one of which is a bypass filter, I've haven't seen a factory fitment of a bypass oil filter on either gassers or light-duty trucks -- since about 1960.

Exceptions: the early Mazda diesel engine, as used in the '83-84 Ford Ranger PU and Tempo, has two oil filters, one of which I assume is a bypass filter.

And a whole slew of older cars used bypass filter plumbing, though the ones I've seen didn't seem to actually have very fine filter media . . . I just don't know what those filters were capable of.

Frantz is the most well-known aftermarket bypass filter. They sold millions of their "toilet paper" filters over the years, and they work very well. AMSOil sells a remote dual-filter setup that uses one full-flow and one full-depth bypass filter, both spin-on for ease of maintenance, and you can equip the filter base with a sampling valve for periodic oil analysis. It's a nice unit, sells for under $200 total, sometimes a lot less.

I think I'll stick to the toilet paper units though.

[philip]

AMSOil recently introduced a similar two-in-one filter. Does Fleetguard have one that fits the SD engines?

While it's fairly common on medium- and heavy-duty diesel trucks to have two oil filters, one of which is a bypass filter, I've haven't seen a factory fitment of a bypass oil filter on either gassers or light-duty trucks -- since about 1960.

I have not looked into an SDxx fitment. Since a PH8A or PH2870 filter will screw on our SDxx motors, maybe there is one of these dual filters. But I don't know at the moment.

SNIP And a whole slew of older cars used bypass filter plumbing, though the ones I've seen didn't seem to actually have very fine filter media . . . I just don't know what those filters were capable of. SNIP

I had a 1959 and a 1954 Chevy 235 six with a factory bypass system. In both cases, the canister used a couple of U-bolts around an intake manifold runner!

[asavage]

Our "shop truck" in the 70s was a '53 Chev 3100 with the 235. That engine came with no oil filter at all. The bypass oil filter was optional.

I scrounged a used filter setup -- with the u-bolts you mentioned -- and hung it easily, but the pressure line was a weird one. I actually found an NOS one in a garage in my small town, hanging up in a dusty corner. This was the 70s, so finding parts for a '53 Chev was like finding parts for an '83 Cadillac would be today, I guess.

The OEM bypass oil filter is still available from Wix/NAPA for that rig, I just bought one for a restored/driver '54 Chev PU last summer. Again, it doesn't appear to be a full-depth bypass element, so its usefullness is limited. It does keep the boulders away from the bearings, I guess.

[philip]

Our "shop truck" in the 70s was a '53 Chev 3100 with the 235. That engine came with no oil filter at all. The bypass oil filter was optional.

I scrounged a used filter setup -- with the u-bolts you mentioned -- and hung it easily, but the pressure line was a weird one. I actually found an NOS one in a garage in my small town, hanging up in a dusty corner. This was the 70s, so finding parts for a '53 Chev was like finding parts for an '83 Cadillac would be today, I guess. SNIP

1950 was the introduction year for the 235. It had pressurized crankshaft mains but splash feed connecting rods. If fitted with a Powerglide transmission, you got hydraulic lifters. With stick shift ... solid lifters.

1953 was the change-over year. If you bought a 235 with a Powerglide, you got the FULLY pressure fed crankshaft and hydraulic lifters. But if you bought the stick shift, you got pressurized crank mains, splash rods, solid lifters.

Oddly enough, in '53 through '55, if you bought a stick shift, you got fully pressurized crank but you got solid lifters!

Point here is as I recall ... hydraulic lifters got the bypass filter setup.

[Zoltan]

Exceptions: the early Mazda diesel engine, as used in the '83-84 Ford Ranger PU and Tempo, has two oil filters, one of which I assume is a bypass filter.

I should add that 84-87 Ford Escorts has the same Mazda engine. Mine is a 86. I can confirm that one of the filters is a bypass and the reccommended change interval is 30K miles.

[asavage]

1950 was the introduction year for the 235. It had pressurized crankshaft mains but splash feed connecting rods.

Hmmm. I was remembering that the 216 had pressure feed to the valvetrain only (pressure gauge on dash read 0-15) and the 235 was pressure fed rods & mains (dash gauge reads 0-30), but it's been a long time and I never had one apart, so I'm not surprised that I have it wrong [shrug]. I don't plan on owning another Stovebolt Six, unless one falls in my lap. I've worked with a few 250s, and 292s, but missed the 194 and 230 -- one just never came my way.

[philip]

1950 was the introduction year for the 235. It had pressurized crankshaft mains but splash feed connecting rods.

Hmmm. I was remembering that the 216 had pressure feed to the valvetrain only (pressure gauge on dash read 0-15) and the 235 was pressure fed rods & mains (dash gauge reads 0-30), but it's been a long time and I never had one apart, so I'm not surprised that I have it wrong [shrug]. I don't plan on owning another Stovebolt Six, unless one falls in my lap. I've worked with a few 250s, and 292s, but missed the 194 and 230 -- one just never came my way.

The 216 had about 15 psi to an oil gallery that fed the lifters and an elaborate splash feed delivery system to the mains and rods. The first three years of the 235 ran the same low pressure but now included main bearing oil galleries. But the rods still were oiled by oil pump filled troughs in the oil pan under each connecting rod dipper. In '53, Powerglide equiped 235s got 45 psi to the mains AND rods ... no more splash oil rod lube.

I have had two of those old cross-over 235s apart YEARS ago. LOL