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Are you running the long or short filter? Just curious how far the long one hangs down compared to the suspension components. I don't want it susceptible to damage from road debris or anything. It's weird the long filter is like $15 cheaper than the short one?
I don't have the SPE Kit, but I did the MDDP Cat Conversion with the big 1R-1807 CAT filter on my 2017 F450 P/U. It does not hang low. I have had no issues with the system.
I don't have the SPE Kit, but I did the MDDP Cat Conversion with the big 1R-1807 CAT filter on my 2017 F450 P/U. It does not hang low. I have had no issues with the system.
Awesome thanks! I would rather run that one for the extra capacity and the fact that's it's so much cheaper.
From the pictures I have seen the 1R8017 should be above the front axle (assuming 4WD), which should protect it from any debris.
The specs on the Cat filters aren't radically better then the OEM and the loss of the bypass keeps me away but Cat filters and batteries are surprisingly economical and the build quality is always really impressive.
Are you running the long or short filter? Just curious how far the long one hangs down compared to the suspension components. I don't want it susceptible to damage from road debris or anything. It's weird the long filter is like $15 cheaper than the short one?
I got the shorter one. Filter is still giant. Couldn’t imagine needing a bigger one.
The SPE filter head housing has larger thru put due to oversized passages ….a point of pump pressure loss. The spe filter head has extra npt holes for things like by pass filters and it supports putting the oil switch on the side instead of the leading edge ….easier for future replacements.
the only negative the internet experts have exposed is the lack of being able to use filters with a by pass valve in it.
I did not see any cold weather (20 degrees) difference in oil switch behavior so in my mind I don’t think cold weather synthetic 5w40 would put a filter into bypass. Don’t know if 10w30 blend would . And probally more of an issue if you run long filter intervals .
if you are concerned about the by pass issue you would be better off running the PPE filter which is a large filter using the stock threads.
I run 5w40 during cooler months of the year and 10w30 or 15w40 during the warmer months so I’m not concerned with no by pass in the cat filter.
My only issue with the SPE filter head is how close the NPT ports on the face are. You cannot run two sensors on the face of the housing due to most sensors having a 3/4" nut on them. Also the clearance to the radius arm is about 3" so adding a straight extension is out of the question with a sensor. You can run two AN fittings but again clearance becomes an issue. I plugged the 1/8" NPT and ran off the 3/8" NPT (AN6) port and put my aftermarket oil temp sensor in-line to the bypass filter and ran the bypass outlet direct to the oil pan..
I’m trying a PPE filter on the next oil change, has similar specs to the Donaldson (15um absolute or a beta of 75 and 50% efficiency or beta of 2 at 5um). The other thing with the Cat filter is, in addition to no bypass valve, there is no drain back valve, so virtually every start is dry.
Great point on the SPE adapter, I considered it for the increased flow and bypass filter port, but failed to recognize the two ports are too close to each other. Also decided I didn’t want to lose the bypass and back flow valves, not to mention its on the pricey side. I even considered turning the 1-1/8x16 filter threads on the SPE down to 1-1/16x16 so I could use a PPE or Donaldson, but SPE verified the OEM filter gasket is a little too small to mate with their adapter.
I’m trying a PPE filter on the next oil change, has similar specs to the Donaldson (15um absolute or a beta of 75 and 50% efficiency or beta of 2 at 5um). The other thing with the Cat filter is, in addition to no bypass valve, there is no drain back valve, so virtually every start is dry.
Great point on the SPE adapter, I considered it for the increased flow and bypass filter port, but failed to recognize the two ports are too close to each other. Also decided I didn’t want to lose the bypass and back flow valves, not to mention its on the pricey side. I even considered turning the 1-1/8x16 filter threads on the SPE down to 1-1/16x16 so I could use a PPE or Donaldson, but SPE verified the OEM filter gasket is a little too small to mate with their adapter.
It has a total of 4 aux ports, 1x on the front and rear and 2x on the face, the two on the face are fine for AN fittings but not for two sensors with 3/4" nut bases
It has a total of 4 aux ports, 1x on the front and rear and 2x on the face, the two on the face are fine for AN fittings but not for two sensors with 3/4" nut bases
Thanks, I failed to mention I was also looking at ways to add an oil pressure sensor because the idash doesn’t read oil pressure on a 2024. After looking closer, not sure there is room for a sensor and AN fitting, but maybe.
I ran a low profile 90 degree elbows out of the smaller npt port on the side and am using that for a feed to bypass filter. I’m not using the leading edge large port which was for the oil switch but instead am using the larger port on the side.
I have a 2018 SD 6.7 with the SPE Motorsport oil filter upgrade. I am running the larger 1R filter. I can't seem to get the filter to not leak. The source is not the sensors, they are solid. The weeping is between the filter gasket and the adapter. I have watched several videos on the procedure of installing CAT oil filters. And I follow the directions on the filter. Tomorrow I will try filter number 3!! Any recommendations or processes from the group?? Thanks!!
I'm not sure the procedure is any different than with any other filter? I run the larger filter also and I haven't had any issues. Maybe the mating surface on the housing isn't true?
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