By-Pass Oil Filtration

amslube · **Posted:** Sun Jan 13, 2013 1:19 pm

Many spend much more than the cost of a bypass oil system on lift kits, stereo systems, wheels, etc. and that is fine. I chose to spend some money on a bypass system and I believe the money invested in my wfe's CRD for the bypass system will pay dividends down the road in reduced maintenance costs and extend the life of critical, expensive parts such as rockers/lifters, turbos, and the engine itself. Only time and miles will tell the story.

Our CRD has almost 92K miles on it and I will be doing the TB replacement soon. Some have had worn rockers and turbo failures at this point and forward. What is the actual cause of the failures? Most opinions are poor component quality and/or poor oil/filtration quality. I can't do anything about the quality of the materials of the rockers, if in fact this is an issue, and from past experience on other vehicles I've use bypass filtration and OA monitoring, I strongly feel I am eliminating the latter. I don't intend to, or wish to start another oil war here, but this is the maintenance practice I choose and time will tell whether it works. Others are most definitely free to choose their route.

I plan on keeping the CRD for years to come and will keep in touch on this forum with problems that may arise. This forum has been an absolute great resource for problems and solutions to the issues related to the Jeep Liberty CRD and everyone here has something to add.

amslube · **Posted:** Sun Jan 13, 2013 1:27 pm

I ran this 5W-30 diesel oil in my 2001 Ram HO Cummins for 11 years and over 265,000 miles with the bypass filter and had excellent results for oil longevity and protection based on oil analysis, thus my choice for the CRD. This truck was my daily driver and the tow vehicle for my boat and 33' fifth wheel camper.

This oil starts out as a 12TBN and retained TBN well in my Cummins as well.

TJ2 · **Posted:** Sun Jan 13, 2013 2:18 pm

This is easily mounted to frame. . . no drilling required. Check out the filtration stats. Repeat, this kit is made for a Liberty CRD. I'm running Amsoil AMO 10/40. If I keep the Jeep, I'll mount this bypass in the spring.

http://store.fs2500.com/jeeplibertycrde ... sonly.aspx

PS My experience with cold starting is the same as Warp2. My engine starts more easily in cold temps with the 10/40. Viscosity ratings mean very little.

amslube · **Posted:** Sun Jan 13, 2013 3:10 pm

Synthetics will always start easier in cold temperatures primarily due the absence of wax crystals which form in petroleum based motor oils in cold temperatures and high viscosity index properties. Synthetics are also more viscosity stable when exposed to wide temperature variations meaning they do not thicken as much in cold temperatures or thin out as much at high temperatures when compared to a petroleum based motor oil. The property that determines this is "Viscosity Index". Viscosity Index is generally listed in the technical properties section on a product data sheet of a motor oil. Below is an cut from an article I came across explaining Viscosity index in more detail:

"The viscosity index (VI) of a lubricating fluid refers to how much the viscosity of the fluid changes due to temperature. A high VI indicates the fluid undergoes
little viscosity change due to temperature fluctuations, while a low VI indicates a relatively large viscosity change. The Viscosity Index Test (ASTM D 2270) is
based on the Kinematic viscosity of the fluid at 40°C (104°F) and 100°C (212°F). A fluid whose viscosity does not change much between these two temperatures will have a higher VI than a fluid whose viscosity change is greater. Viscosity index numbers above 95 are considered high. Fluids with a high VI provide more protection to critical components over a wide range of temperatures by maintaining fluid thickness and the necessary fluid barrier between parts."

bigjl · **Joined:** Fri Jan 11, 2013 7:38 pm **Posts:** 50

TJ2 wrote:

This is easily mounted to frame. . . no drilling required. Check out the filtration stats. Repeat, this kit is made for a Liberty CRD. I'm running Amsoil AMO 10/40. If I keep the Jeep, I'll mount this bypass in the spring.

http://store.fs2500.com/jeeplibertycrde ... sonly.aspx

PS My experience with cold starting is the same as Warp2. My engine starts more easily in cold temps with the 10/40. Viscosity ratings mean very little.

I think you really need to reconsider your opinion on oil viscosity.

A very good example of the difference it makes to a cold start was in my wife's car.

A little 1.5 dci Clio.

Has normally been fed with 0w40 Mobil 1 New Life.

Previous OCI on Taxi was 10w40 Maxlife Diesel Synth Blend.

But had enough left over to do the Clio so thought why not, it meets the specs.

From day one the Clio was slightly sluggish to turn over when cold.

Only occurs on a cold start, all other times it isn't really noticeable, but at a cold start the 10w40 is a little on the thick side for the engine.

The Taxi has always been a good starter, battery is massive so no surprise really.

Tw -w40 oils will be the same viscosity give or take at operating temp.

This is not the case with 0w--, 5w-- or 10w--. They are thicker or more viscous when cold in the order I wrote them in.

The only vehicles fitted with this family of VM engines that have had issues have been the Maxus van and the TX4 Taxi, both worked for a living.

There are not as many failures in the Cherokee or Voyager fitted with the same engine, only differences I can see are the EGR valves are different on the Taxis. Never looked at a Maxus van however.

All reported failures other than things like snapped cambelts or head gaskets due to water leaks, have been due to bottom end failures due to lubrication problems.

Dirty oil, poor maintenance and poor quality oil.

Surely running too thick an oil will increase the time it takes for oil to reach the top end?

Just a thought.

I would say pop over to bobistheoilguy forum, lots of good info over there.

TJ2 · **Posted:** Sun Jan 13, 2013 5:34 pm

I do like to hear reports from abroad. Thanks. And yes, I am quite aware that many people outside the US know more about the VM diesel than we do in the US.

FWIW, I've spent MANY hours at bitog forums. The guys there are just like any forum members. . . some know a lot about whatever subject they're writing about. . . then there are the others.

I do know the history of synthetic oils, the lawsuits, and the US judge who 'ruled' that hydro cracked Group III base stock has been synthesized and the term 'synthetic' is simply a marketing term.

"Everybody" says that most wear occurs at start-up. I'd love to see a citation stating how those tests that "everybody" quotes were conducted.

I see many variables in real life operation. What is the ambient air temp? How long has the vehicle been sitting? Where were wear measurements taken and to what tolerances?

You also only addressed the viscosity. I made my decision on the very impressive add/pack in AMO. . . along with the fact it is a true PAO Group IV base stock oil.

The mods at bitog become frustrated by having to continually make the point that. . . . all oil is made up of a base stock and add/pack. I'm putting my money on AMO.

This feels like my last post regarding oil and bypass. I'll simply report my UOA's for anyone who cares to read them.

regards

Srytrucker · **Posted:** Sun Jan 13, 2013 6:48 pm

Can we have your UOA reports for a reading...thx

By-Pass Oil Filtration

Who is online