Opinions of the bypass filtration? I've heard some opinions that since the HUEI injectors shear the oil so badly that there is no benefit to the bypass filtration since you can't run extended intervals. I asked a reputable shop that pretty much all drive and maintain 6.0's and build parts for them, and they said it reduces the chances of stiction, improves lifter lubrication and thus lifespan, and can actually increase the intervals. Does that sound legit and justify the $450 kit if I plan to own it until it dies?

 

I am running 7500 mile OCI's on 5W40 Mobil 1 TDT oil. I have seen no issues from running this mileage and I do not have additional oil filtration. At the end of the 7500 miles, the 40 wt has just dropped into the upper range of a 30 wt classification. I have a LOT of data on this.

Just be aware that some oils shear more than others (from my experience the 5W40 Rotella shears more than the 5W40 Mobil 1 oil).

Many people run 10W30 all the time with great results, I just prefer the 5W40 oils (and I got a TON of this oil for under $15 a gallon).

 

Any shearing information on Schaeffer's 9000 5w-40. I can't find any comparisons. If I could run 7500 miles I think the bypass kit would be worth it.

 

I have run the Schaeffer 5W40. It shears less than any of the oils I have used (Mobil 1, Rotella, Valvoline).

I still don't think a bypass filter helps at 7500 miles. It can't hurt obviously, but I don't think it helps appreciably either.

 

I agree with what you've already heard. With the HPO system the oil will degrade regardless. Having that bypass kit will only give you the cleanest broken down oil.
What I would do before spending the money is contact an oil analysis company and ask them if any 6.0's with a bypass kit run extended intervals such as 20,000+ intervals. Sorry but if you have a bypass system and are still changing the oil at only 7500 miles I don't see the benefit. The stock filter does a decent job.
I personally use these guys.

Blackstone Laboratories
416 East Pettit Avenue
Fort Wayne, IN 46806

http://www.blackstone-labs.com/
Telephone & Fax
260-744-2380 (8-5 EST) Fax: 260-745-2200

 

No, they don't. I'll hit my computer and post up a 6.0L oil spreadsheet from years ago. Oil have changed but the oil viscosity breakdown limits any extended oil use like we were able to do with the 7.3L.

The situation is like the remote filter on the trans. It may take out some of the fine particles during the oil service, but it's not going to do anything about extending life.

 

You'll need to search through to see who had a bypass and the results. The 7.3L collection was larger and showed long term oil use. Us 6.0L owners chickened out.

As Pete said, it will be clean, broken down oil.

 

Jack - what are you considering "extended oil use" ... ie what do you consider end-of life for oil in our 6.0L engines? My data looks pretty good at 7500 miles (viscosity, flashpoint, particulates, fuel dilution, metals). I haven't gone past that (and have no plans to), but the OP seems to only talking about 7500 miles from that I can see.

At 7500 mile OCI my average viscosity is 12.1 cSt or 66.8 SUS (8 data points). Not sure about TBN and TAN though. Limited data on those values.

I am somewhat curious as to the point at which I might see wear metals increase, but not brave enough to try it on my engine!

 

One other note (after looking at your attachment) - if you have any measureable fuel dilution, the wear metals WILL go up (JMHO though). I don't actually consider it "apples-to-apples" when evaluating oils and making decisions on OCI when you have some data with 2%+ fuel dilution. Interested in your thoughts.

 

From when I collected the data, and played with what we did before an oil drain and sample (I'm number 1 on the spreadsheet BTW), it looked like the fuel dilution was very dependent on warm up idle time. So if we load the oil with enough fuel warming up to drain the oil, how would we know if there always diluted oil, or just from the warm up? We never really collected the range of data on the 6.0 as done with the 7.3. With the 7.3 there was enough info that I could start to tell when someone was starting to have a turbo issue for example. If the 6.0 data was more extensive we would probably have a good tell when coolant was starting to get into the combustion process.

With the 7.3 there were guys running out 50k, 75k with the basic oil, changing filter and just replacing the lost oil with the bottom mounted filter(s). Extended to me means 15k+ miles.

Blackstones reporting was kind of interesting on metal loading, and that's why I started the calculations of wear metals per x miles (ppm). The loading would always go up, but you need to see if it's just additional particles or it's going exponential due to the wear particles becoming abrasive. With the 7.3, it never should that. But Blackstone could get to the point of saying it's too dirty and needs to be changed, but it was rare.

The oil viscosity is dependent on what the modifiers get broken down to, eventually the base oil viscosity. At the start of the graphs I put together the data we had from the factory oil as members would vary that change to when they thought best, 1,000, 2,000, 2,500 .... out to 5,000 or 7,500 miles. It really was the only time where you had consistency to graph out the viscosity breakdown. I still think it's a good info point.

I believed years ago that Shaeffers used a higher weight base, so you never would have it break down lower then the base of other oils, so it was higher then everyone else. I always thought that if a syn 30wt was available most of us would be fine with that, extending the service oil life like the 7.3 and other engines are able to do. Some of these opinions were based off the hints that a member of TDS gave (don't remember the name), but he was the first to talk about the shearing of the modifiers by the injectors. It wasn't George Morrison. But I thought he was a Nav person by his knowledge.

 

The graph is on page 37, not the start of the graphs.

On page 1 you can see how I was playing around with fuel dilution warming the motor for the change.

I always thought doing the ppm wear/contamination was a better tell then Blackstones method, but it still was not perfect. I did an interim sample in 3k miles and the ppm is high for iron for example. I thought that occurred since the "new" oil would be contaminated by reserved oil, as well as debris left on internal surfaces. If you pulled an interim at 500 miles it would read way high for the mileage.

 

Interesting stuff. Thanks!

 

I have a oil filter bypass in my truck with BPD oil cooler system. I installed it for clean oil not for extended change intervals. Working in aviation I have seen the damage done by particles less then 10 microns on spool valves and seals. So I want the cleanest oil possible for my injectors. I use Rotella T6 and change it every 5K miles. Oil is cheap, injectors not so much and I have no faith in oil analysis. Too many variables in the set up to give trustworthy results.