fibreglass oil filter
Discussion
The V8 Filter from David Brown is excellent and I've used them extensively in the past, but now I have SC engine mounts its just too long to fit and sadly due to David's health issues getting filters from him was becoming tricky.
I switched from the V8 Filter to the 20-253 Royal Purple, you can read more about it here...
https://www.pistonheads.com/gassing/topic.asp?h=0&...
I switched from the V8 Filter to the 20-253 Royal Purple, you can read more about it here...
https://www.pistonheads.com/gassing/topic.asp?h=0&...
I tried the V8F
Part no V8F 8990
Made by www.V8filters.co.uk
The filter is around 135mm in length and just slightly to long to fit on my 2000 serp car with new engine mounts ( at the time) as it clashes with the cross bracing chassis tubes, it clears it by a few mm but not enough to be safe and a bar steward to get on.
I’ve thought about adding some shims of about 7 mm to engine mounts to raise engine enough to use it as I like these filters but never got round to it,,,, yet
Part no V8F 8990
Made by www.V8filters.co.uk
The filter is around 135mm in length and just slightly to long to fit on my 2000 serp car with new engine mounts ( at the time) as it clashes with the cross bracing chassis tubes, it clears it by a few mm but not enough to be safe and a bar steward to get on.
I’ve thought about adding some shims of about 7 mm to engine mounts to raise engine enough to use it as I like these filters but never got round to it,,,, yet
Classic Chim said:
I’ve thought about adding some shims of about 7 mm to engine mounts to raise engine enough to use it as I like these filters but never got round to it,,,, yet
Here ya go laddie, and from your fave supplier too. Any excuse to visit and give 'em hell. Oh, and even you can afford them.
|https://thumbsnap.com/A9nRvuYK[/url]http://www.powersperformance.co.uk/store/slug/engi...
Kbee said:
The v8f not being available did some digging ,,,,the royal purple 20-253 filter is fibreglass element of the same design as is mobil one and mahle went for the purple
Both made by a company called Champion laboratories (no not the s
te Champion plug maker) IIRC 
not inc Mahle TJC46 said:
Those in the link are Crosland oil filters. An Italian Company called SOGEFI produces them. It also produces Fram, FIAAM, Purflux, Technocar and Coopers.Some of these are fitted by manufacturers so they are obviously of good quality (despite the internet
). I seem to recall Purflux being one of the PSA Group ones on new cars?Also, Powers said a branded name was good enough at oil change time so I've been using Mann filters (as fitted by VW Group) together with Shell Helix 10/40 semi as specified by them too.
Curiously, the engine has not disintegrated......
N7GTX said:
TJC46 said:
Those in the link are Crosland oil filters. An Italian Company called SOGEFI produces them. It also produces Fram, FIAAM, Purflux, Technocar and Coopers.Some of these are fitted by manufacturers so they are obviously of good quality (despite the internet
). I seem to recall Purflux being one of the PSA Group ones on new cars?Also, Powers said a branded name was good enough at oil change time so I've been using Mann filters (as fitted by VW Group) together with Shell Helix 10/40 semi as specified by them too.
Curiously, the engine has not disintegrated......
Sardonicus said:
N7GTX said:
TJC46 said:
Those in the link are Crosland oil filters. An Italian Company called SOGEFI produces them. It also produces Fram, FIAAM, Purflux, Technocar and Coopers.Some of these are fitted by manufacturers so they are obviously of good quality (despite the internet
). I seem to recall Purflux being one of the PSA Group ones on new cars?Also, Powers said a branded name was good enough at oil change time so I've been using Mann filters (as fitted by VW Group) together with Shell Helix 10/40 semi as specified by them too.
Curiously, the engine has not disintegrated......
N7GTX said:
Sardonicus said:
N7GTX said:
TJC46 said:
Those in the link are Crosland oil filters. An Italian Company called SOGEFI produces them. It also produces Fram, FIAAM, Purflux, Technocar and Coopers.Some of these are fitted by manufacturers so they are obviously of good quality (despite the internet
). I seem to recall Purflux being one of the PSA Group ones on new cars?Also, Powers said a branded name was good enough at oil change time so I've been using Mann filters (as fitted by VW Group) together with Shell Helix 10/40 semi as specified by them too.
Curiously, the engine has not disintegrated......
Purflux have a very trick feature and its to do with the filter medium and construction 
Honda was obviously impressed too because they went from a perfectly good trusted Japan manufactured filter back then to Purflux a European non-Japanese manufacturer most unusual back then see more filter area because they crinkle 
Edited by Sardonicus on Saturday 10th February 22:17
The history of fiberglass filtration media goes back to the 1960's when it was developed by the chemical industry to resolve issues with existing traditional filtration media used in refining processes. By the 1980 Cummins had adopted the technology for a range of new products they branded 'Fleetguard', as the name suggests the brand was created to support Cummins' key market, namely commercial fleet managers.
The development of a new product is always driven by studying your customer's needs, in this case Cummin's customer base are fleet managers who are targeted to reduce cost and increase the productivity from the fleet of vehicles they procure and manage. Fleet managers need to buy cheaply but must balance their purchase decision with reliability as breakdowns can quickly reverse their return on investment calculations, fleet managers must also carefully study the cost of ownership over the expected life cycle of the fleet they run.
Elements that effect the cost of ownership over the expected like cycle of a fleet include fuel costs, maintenance & servicing costs and critically the frequency of servicing. Frequency of servicing is a critical element fleet managers focus on because it influences 'work vs no work ratio'. In simple terms the fleet manager seeks to extract the maximum work from his fleet over its expected life cycle, in an ideal world that would mean the vehicle would work continuously for 24 hours a day and require no servicing or repairs throughout it's entire expected life.
In response to the needs of their customer base Cummins took existing fiberglass filtration media technology from the chemical and refinery industries and applied it to oil filtration on their commercial diesel engines, essentially the technology allowed oil change intervals to be doubled. Where previously a commercial vehicle fitted with a Cummins engine needed to be taken off the road every 10,000 miles for an oil and filter change, fiberglass filtration media in conjugation with new engine oil technologies allowed this interval to be extended to every 20,000 miles.
If the life cycle of the fleet is 200,000 miles and a service is measured at half a day of lost work, over the 200,000 miles the fleet manager can save five full days of work from each vehicle, if the fleet is 73 vehicles that's 365 or a full year of work saved over the life cycle of that fleet. The fleet manager when making his purchase decision looks at this and compares it with a similar fleet with a Perkins engines that demand the traditional 10,000 mile oil service intervals. The Cummins engined fleet are a little more expensive to buy in the first place but because 365 days of work are saved they actually work out cheaper to operate over the fleet life cycle, so ultimately Cummins sell more engines.
So you see fiberglass media oil filters are really all about the extended service life they offer, and they can only deliver this extended service life because they resolve the saturation and cellulose fiber breakdown issues associated with traditional paper filtration media. Paper (cellulose) is a natural material that comes from the harvesting of trees, being an organic material it will be effected by oil and so will inevitably breakdown over time. A synthetic filtration media like fiberglass can't breakdown so it's operating life is massively extended, in addition to this, using sophisticated manufacturing techniques a synthetic filtration material can be constructed in such a way that it will deliver superior filtration performance to cellulose, paper element filtration performance is ultimately fixed because cellulose fibers come from nature.
Now, anyone who's completed an oil change on a diesel engine will immediately understand this next bit.... If a fiberglass filter can cope with 20,000 miles fitted to a dirty diesel commercial vehicle and still perform within tolerance, imagine how long that synthetic filtration media will continue to provide protection if you're using it on your petrol TVR, and for someone like me who burns super low carbon LPG the situation is even more pronounced!
The facts are, fiberglass filtration media oil filters not only provide far superior filtration performance, but because their working life is so much longer than traditional saturation and breakdown prone cellulose filtration media filters..... over the long term, the synthetic media filter will always be the far more cost effective option and will always deliver extended engine longevity.
The development of a new product is always driven by studying your customer's needs, in this case Cummin's customer base are fleet managers who are targeted to reduce cost and increase the productivity from the fleet of vehicles they procure and manage. Fleet managers need to buy cheaply but must balance their purchase decision with reliability as breakdowns can quickly reverse their return on investment calculations, fleet managers must also carefully study the cost of ownership over the expected life cycle of the fleet they run.
Elements that effect the cost of ownership over the expected like cycle of a fleet include fuel costs, maintenance & servicing costs and critically the frequency of servicing. Frequency of servicing is a critical element fleet managers focus on because it influences 'work vs no work ratio'. In simple terms the fleet manager seeks to extract the maximum work from his fleet over its expected life cycle, in an ideal world that would mean the vehicle would work continuously for 24 hours a day and require no servicing or repairs throughout it's entire expected life.
In response to the needs of their customer base Cummins took existing fiberglass filtration media technology from the chemical and refinery industries and applied it to oil filtration on their commercial diesel engines, essentially the technology allowed oil change intervals to be doubled. Where previously a commercial vehicle fitted with a Cummins engine needed to be taken off the road every 10,000 miles for an oil and filter change, fiberglass filtration media in conjugation with new engine oil technologies allowed this interval to be extended to every 20,000 miles.
If the life cycle of the fleet is 200,000 miles and a service is measured at half a day of lost work, over the 200,000 miles the fleet manager can save five full days of work from each vehicle, if the fleet is 73 vehicles that's 365 or a full year of work saved over the life cycle of that fleet. The fleet manager when making his purchase decision looks at this and compares it with a similar fleet with a Perkins engines that demand the traditional 10,000 mile oil service intervals. The Cummins engined fleet are a little more expensive to buy in the first place but because 365 days of work are saved they actually work out cheaper to operate over the fleet life cycle, so ultimately Cummins sell more engines.
So you see fiberglass media oil filters are really all about the extended service life they offer, and they can only deliver this extended service life because they resolve the saturation and cellulose fiber breakdown issues associated with traditional paper filtration media. Paper (cellulose) is a natural material that comes from the harvesting of trees, being an organic material it will be effected by oil and so will inevitably breakdown over time. A synthetic filtration media like fiberglass can't breakdown so it's operating life is massively extended, in addition to this, using sophisticated manufacturing techniques a synthetic filtration material can be constructed in such a way that it will deliver superior filtration performance to cellulose, paper element filtration performance is ultimately fixed because cellulose fibers come from nature.
Now, anyone who's completed an oil change on a diesel engine will immediately understand this next bit.... If a fiberglass filter can cope with 20,000 miles fitted to a dirty diesel commercial vehicle and still perform within tolerance, imagine how long that synthetic filtration media will continue to provide protection if you're using it on your petrol TVR, and for someone like me who burns super low carbon LPG the situation is even more pronounced!
The facts are, fiberglass filtration media oil filters not only provide far superior filtration performance, but because their working life is so much longer than traditional saturation and breakdown prone cellulose filtration media filters..... over the long term, the synthetic media filter will always be the far more cost effective option and will always deliver extended engine longevity.
ChimpOnGas said:
The history of fiberglass filtration media goes back to the 1960's when it was developed by the chemical industry to resolve issues with existing traditional filtration media used in refining processes. By the 1980 Cummins had adopted the technology for a range of new products they branded 'Fleetguard', as the name suggests the brand was created to support Cummins' key market, namely commercial fleet managers.
The development of a new product is always driven by studying your customer's needs, in this case Cummin's customer base are fleet managers who are targeted to reduce cost and increase the productivity from the fleet of vehicles they procure and manage. Fleet managers need to buy cheaply but must balance their purchase decision with reliability as breakdowns can quickly reverse their return on investment calculations, fleet managers must also carefully study the cost of ownership over the expected life cycle of the fleet they run.
Elements that effect the cost of ownership over the expected like cycle of a fleet include fuel costs, maintenance & servicing costs and critically the frequency of servicing. Frequency of servicing is a critical element fleet managers focus on because it influences 'work vs no work ratio'. In simple terms the fleet manager seeks to extract the maximum work from his fleet over its expected life cycle, in an ideal world that would mean the vehicle would work continuously for 24 hours a day and require no servicing or repairs throughout it's entire expected life.
In response to the needs of their customer base Cummins took existing fiberglass filtration media technology from the chemical and refinery industries and applied it to oil filtration on their commercial diesel engines, essentially the technology allowed oil change intervals to be doubled. Where previously a commercial vehicle fitted with a Cummins engine needed to be taken off the road every 10,000 miles for an oil and filter change, fiberglass filtration media in conjugation with new engine oil technologies allowed this interval to be extended to every 20,000 miles.
If the life cycle of the fleet is 200,000 miles and a service is measured at half a day of lost work, over the 200,000 miles the fleet manager can save five full days of work from each vehicle, if the fleet is 73 vehicles that's 365 or a full year of work saved over the life cycle of that fleet. The fleet manager when making his purchase decision looks at this and compares it with a similar fleet with a Perkins engines that demand the traditional 10,000 mile oil service intervals. The Cummins engined fleet are a little more expensive to buy in the first place but because 365 days of work are saved they actually work out cheaper to operate over the fleet life cycle, so ultimately Cummins sell more engines.
So you see fiberglass media oil filters are really all about the extended service life they offer, and they can only deliver this extended service life because they resolve the saturation and cellulose fiber breakdown issues associated with traditional paper filtration media. Paper (cellulose) is a natural material that comes from the harvesting of trees, being an organic material it will be effected by oil and so will inevitably breakdown over time. A synthetic filtration media like fiberglass can't breakdown so it's operating life is massively extended, in addition to this, using sophisticated manufacturing techniques a synthetic filtration material can be constructed in such a way that it will deliver superior filtration performance to cellulose, paper element filtration performance is ultimately fixed because cellulose fibers come from nature.
Now, anyone who's completed an oil change on a diesel engine will immediately understand this next bit.... If a fiberglass filter can cope with 20,000 miles fitted to a dirty diesel commercial vehicle and still perform within tolerance, imagine how long that synthetic filtration media will continue to provide protection if you're using it on your petrol TVR, and for someone like me who burns super low carbon LPG the situation is even more pronounced!
The facts are, fiberglass filtration media oil filters not only provide far superior filtration performance, but because their working life is so much longer than traditional saturation and breakdown prone cellulose filtration media filters..... over the long term, the synthetic media filter will always be the far more cost effective option and will always deliver extended engine longevity.
Should off added that I was talking paper filter above and yes like Dave says synthetic material is superior to paper its why they are used nowadays OE on common rail fuel diesel filtration too because of the high precision fuel pumps and inj's and the need to keep fuel nozzles spotlessly clean and functioning correctly The development of a new product is always driven by studying your customer's needs, in this case Cummin's customer base are fleet managers who are targeted to reduce cost and increase the productivity from the fleet of vehicles they procure and manage. Fleet managers need to buy cheaply but must balance their purchase decision with reliability as breakdowns can quickly reverse their return on investment calculations, fleet managers must also carefully study the cost of ownership over the expected life cycle of the fleet they run.
Elements that effect the cost of ownership over the expected like cycle of a fleet include fuel costs, maintenance & servicing costs and critically the frequency of servicing. Frequency of servicing is a critical element fleet managers focus on because it influences 'work vs no work ratio'. In simple terms the fleet manager seeks to extract the maximum work from his fleet over its expected life cycle, in an ideal world that would mean the vehicle would work continuously for 24 hours a day and require no servicing or repairs throughout it's entire expected life.
In response to the needs of their customer base Cummins took existing fiberglass filtration media technology from the chemical and refinery industries and applied it to oil filtration on their commercial diesel engines, essentially the technology allowed oil change intervals to be doubled. Where previously a commercial vehicle fitted with a Cummins engine needed to be taken off the road every 10,000 miles for an oil and filter change, fiberglass filtration media in conjugation with new engine oil technologies allowed this interval to be extended to every 20,000 miles.
If the life cycle of the fleet is 200,000 miles and a service is measured at half a day of lost work, over the 200,000 miles the fleet manager can save five full days of work from each vehicle, if the fleet is 73 vehicles that's 365 or a full year of work saved over the life cycle of that fleet. The fleet manager when making his purchase decision looks at this and compares it with a similar fleet with a Perkins engines that demand the traditional 10,000 mile oil service intervals. The Cummins engined fleet are a little more expensive to buy in the first place but because 365 days of work are saved they actually work out cheaper to operate over the fleet life cycle, so ultimately Cummins sell more engines.
So you see fiberglass media oil filters are really all about the extended service life they offer, and they can only deliver this extended service life because they resolve the saturation and cellulose fiber breakdown issues associated with traditional paper filtration media. Paper (cellulose) is a natural material that comes from the harvesting of trees, being an organic material it will be effected by oil and so will inevitably breakdown over time. A synthetic filtration media like fiberglass can't breakdown so it's operating life is massively extended, in addition to this, using sophisticated manufacturing techniques a synthetic filtration material can be constructed in such a way that it will deliver superior filtration performance to cellulose, paper element filtration performance is ultimately fixed because cellulose fibers come from nature.
Now, anyone who's completed an oil change on a diesel engine will immediately understand this next bit.... If a fiberglass filter can cope with 20,000 miles fitted to a dirty diesel commercial vehicle and still perform within tolerance, imagine how long that synthetic filtration media will continue to provide protection if you're using it on your petrol TVR, and for someone like me who burns super low carbon LPG the situation is even more pronounced!
The facts are, fiberglass filtration media oil filters not only provide far superior filtration performance, but because their working life is so much longer than traditional saturation and breakdown prone cellulose filtration media filters..... over the long term, the synthetic media filter will always be the far more cost effective option and will always deliver extended engine longevity.
out of interest in the US of A they sacrifice filtration for better oil flow on competition motors that are pulled down regular, its a balancing act unless you can accommodate a huge filter flow Vs filtrationEdited by Sardonicus on Sunday 11th February 14:50
Sardonicus said:
hould off added that I was talking paper filter above and yes like Dave says synthetic material is superior to paper its why they are used nowadays OE on common rail fuel diesel filtration too because of the high precision fuel pumps and inj's and the need to keep fuel nozzles spotlessly clean and functioning correctly out of interest in the US of A they sacrifice filtration for better oil flow on competition motors that are pulled down regular, its a balancing act unless you can accommodate a huge filter flow Vs filtration
Flow is another benefit of synthetic media filters Simon, where flow on cellulose tails off rapidly after a period of saturation synthetic medias suffer pretty much zero flow drop even after 20,000 miles. out of interest in the US of A they sacrifice filtration for better oil flow on competition motors that are pulled down regular, its a balancing act unless you can accommodate a huge filter flow Vs filtrationEdited by Sardonicus on Sunday 11th February 14:50
It makes perfect sense what you're telling me about synthetic media filtration being chosen for common rail diesel pumps, in my day even the diesel pumps I got involved with worked to super fine tolerances and demanded they were serviced and rebuilt in a clean room. Ironically the first pump like this I worked on was off a 300SL six we rebuilt, so 50's direct injection petrol but basically 100% diesel pump tech... DTI at the ready
.I know little of these new super high pressure common rail pumps other than they are super high pressure which tells me they must make what I always considered precision engineering look like crude stuff, like I say it makes sense they run synthetic media filtration. I was taught on the traditional diesel pumps I was around, a single particle of dirt half the size of a gran of sand will wreck it, and a clean room is essential if you plan to open one up.
I can't even begin to imagine the tolerances involved on the new super high pressure common rail pumps
Hang on a minute here chaps. I'm well aware of the latest high pressure pumps on diesels (did I just swear out loud?) that produce up to 30,000 psi. And yes, wagons do have big service intervals for commercial reasons.
But we're talking a 1950's petrol engine here. There are no tolerances in our V8s that come anywhere close to those in today's diesels (or petrols for that matter - think Ecoboost on 0-20w). And the vast majority of TVR owners do less than 5,000 miles a year. They generally and religiously change the oil and filter every 12 months and in a lot of cases with around 3,000 miles on the clock.
So while these fibre-glass filters may be the bees knees they are hardly required in the majority of TVR owners' cars. Crikey, all my V8 SD1s had well over 120,000 miles on them, in one case over 165,000 using 1980's filters and 20/50 mineral oil.
Unless you have built a high spec engine for the track I can't see the benefit especially as modern oils are a million times superior to the stuff you used to get in tin cans. And why many manufacturers today have 20,000 mile service intervals despite most engines running with turbos too.
But we're talking a 1950's petrol engine here. There are no tolerances in our V8s that come anywhere close to those in today's diesels (or petrols for that matter - think Ecoboost on 0-20w). And the vast majority of TVR owners do less than 5,000 miles a year. They generally and religiously change the oil and filter every 12 months and in a lot of cases with around 3,000 miles on the clock.
So while these fibre-glass filters may be the bees knees they are hardly required in the majority of TVR owners' cars. Crikey, all my V8 SD1s had well over 120,000 miles on them, in one case over 165,000 using 1980's filters and 20/50 mineral oil.
Unless you have built a high spec engine for the track I can't see the benefit especially as modern oils are a million times superior to the stuff you used to get in tin cans. And why many manufacturers today have 20,000 mile service intervals despite most engines running with turbos too.
N7GTX said:
Hang on a minute here chaps. I'm well aware of the latest high pressure pumps on diesels (did I just swear out loud?) that produce up to 30,000 psi. And yes, wagons do have big service intervals for commercial reasons.
But we're talking a 1950's petrol engine here. There are no tolerances in our V8s that come anywhere close to those in today's diesels (or petrols for that matter - think Ecoboost on 0-20w). And the vast majority of TVR owners do less than 5,000 miles a year. They generally and religiously change the oil and filter every 12 months and in a lot of cases with around 3,000 miles on the clock.
So while these fibre-glass filters may be the bees knees they are hardly required in the majority of TVR owners' cars. Crikey, all my V8 SD1s had well over 120,000 miles on them, in one case over 165,000 using 1980's filters and 20/50 mineral oil.
Unless you have built a high spec engine for the track I can't see the benefit especially as modern oils are a million times superior to the stuff you used to get in tin cans. And why many manufacturers today have 20,000 mile service intervals despite most engines running with turbos too.
Its a fair point But we're talking a 1950's petrol engine here. There are no tolerances in our V8s that come anywhere close to those in today's diesels (or petrols for that matter - think Ecoboost on 0-20w). And the vast majority of TVR owners do less than 5,000 miles a year. They generally and religiously change the oil and filter every 12 months and in a lot of cases with around 3,000 miles on the clock.
So while these fibre-glass filters may be the bees knees they are hardly required in the majority of TVR owners' cars. Crikey, all my V8 SD1s had well over 120,000 miles on them, in one case over 165,000 using 1980's filters and 20/50 mineral oil.
Unless you have built a high spec engine for the track I can't see the benefit especially as modern oils are a million times superior to the stuff you used to get in tin cans. And why many manufacturers today have 20,000 mile service intervals despite most engines running with turbos too.
But as it turns out my superior Royal Purple synthetic media filter works out the same price as a cheaper cellulose filter, because it gets changed every second change... and that's not even remotely taxing its capabilities, truth is on LPG I could probably run it to three changes with no issues at all.
My thinking is if the Royal Purple filter ends up costing me the same as an inferior cellulose one, but it offers far better protection, using the Royal Purple ends up being a no-brainer
But unless you drain the filter each oil change you will leave a litre or there abouts of old oil in there!
Are the fibreglass filters filtering to a higher degree so cleaning the oil better or do they just filter the oil for longer?
If it’s the first then it’s time I had one.
Got a link for the Royal Purple ones anyone.
I’ve been running through the winter, short journeys about 2000 miles and I want the oil out already, the best filtration is something I should be doing as a matter of good practice.
Are the fibreglass filters filtering to a higher degree so cleaning the oil better or do they just filter the oil for longer?
If it’s the first then it’s time I had one.
Got a link for the Royal Purple ones anyone.
I’ve been running through the winter, short journeys about 2000 miles and I want the oil out already, the best filtration is something I should be doing as a matter of good practice.
Edited by Classic Chim on Sunday 11th February 19:48
My feeling is that last litre of oil will make little or no difference, two oil changes and one fresh Royal Purple filter every 10,000 miles works for me. That schedule isn't even coming close to the capabilities of a synthetic media filter and because LPG is such a low carbon fuel the oil never gets beyond biscuit brown.
There's a guy in the PH classifieds selling this filter which I introduced to the community a while back, sometimes I think I'm supporting the commercial activity of others. He's charging £19.95 including delivery which is as cheap as you'll find it anywhere, my guess it he bought a case of them in from the US and after all his costs he'll be feeding them out at a £5 profit every time, for that money I couldn't be bothered myself so good luck to him.
https://www.pistonheads.com/classifieds/parts-and-...
I buy mine from Genesis Engines Ltd in Hull who are Royal Purple agent, they have an eBay shop where you can buy a 20-253 for £21 a pop, it's an expensive filter but it is better by design and because I change it every second change it works out the same as changing a £10.50 paper filter every oil change.
https://www.ebay.co.uk/itm/20-253-Royal-Purple-Per...
I also run the super strength red body FilterMag which I've been using for years, the FilterMag snaps tightly to the Royal Purple 20-253, this in conjunction with my own extra strong magnetic drain plug takes care of any ferrous metals.
Here I am back in 2003 talking about all this, at the time I was using the long V8 Filter which is a great unit as it has huge capacity, since fitting SC Power engine mounts while the V8 Filter did still fit (just), I wasn't happy with how close it came to the chassis as I felt it just wasn't safe, obviously if it ever split that's all your oil pressure lost in a few seconds which would be disastrous.
https://www.pistonheads.com/gassing/topic.asp?t=13...
It took me a while to find a shorter synthetic media filter that would fit the Rover V8, as always I shared the info on here to help others, after that I guess it's inevitable some bright spark will take what I share freely and make a little business out of it, I take this as a form of flattery, and I guess not everyone has the intelligence to do their own research.
Switching to the Royal Purple 20-253 ticked all my boxes, the filter quite simply spins on with no issues at all, the generous clearance it gives also means I no longer have any concerns over it touching the chassis and potentially splitting open.
Every 5,000 miles the engine sees 5 litres of lovely fresh Penrite HPR15, this is an excellent quality fully-synthetic 15W60 "full zinc" (1050 ppm) oil, available from Classic Oils at £33.00.
Of course a Chimaera takes between 6.5 - 7 litres every oil change so I top off with Heritage 20w50 From Classic Oils, this is a quality mineral with an even higher zinc content than the Penrite HPR15.
After each oil change I'm left with 4 litres Heritage 20w50 which is more than enough for top-ups over my 5,000 mile oil change cycle, at which point I repeat my Classic Oils purchase of 5 litres of HPR15 and 5 litres of Heritage 20w50, as I say every second change I fit a new synthetic media Royal Purple 20-253 and so every 5k miles and 10k miles the cycle continues.
Obviously burning super low carbon LPG helps keep the engine internals spotlessly clean but my strict oil service schedule supports this perfectly, if I remove a rocker cover and inspect it's literally like new in there, as I'm sure my valley is too which is essential for engine longevity. It did fit a new cam,followers and JP timing chain & sprocket set at 30,000 miles as a precautionary measure, other than that the internals are exactly as they left the factory in 1996, given my maintenance schedule I see no reasons why I shouldn't expect 250,000 miles out of the engine.
There's a guy in the PH classifieds selling this filter which I introduced to the community a while back, sometimes I think I'm supporting the commercial activity of others
. He's charging £19.95 including delivery which is as cheap as you'll find it anywhere, my guess it he bought a case of them in from the US and after all his costs he'll be feeding them out at a £5 profit every time, for that money I couldn't be bothered myself so good luck to him.https://www.pistonheads.com/classifieds/parts-and-...
I buy mine from Genesis Engines Ltd in Hull who are Royal Purple agent, they have an eBay shop where you can buy a 20-253 for £21 a pop, it's an expensive filter but it is better by design and because I change it every second change it works out the same as changing a £10.50 paper filter every oil change.
https://www.ebay.co.uk/itm/20-253-Royal-Purple-Per...
I also run the super strength red body FilterMag which I've been using for years, the FilterMag snaps tightly to the Royal Purple 20-253, this in conjunction with my own extra strong magnetic drain plug takes care of any ferrous metals.
Here I am back in 2003 talking about all this, at the time I was using the long V8 Filter which is a great unit as it has huge capacity, since fitting SC Power engine mounts while the V8 Filter did still fit (just), I wasn't happy with how close it came to the chassis as I felt it just wasn't safe, obviously if it ever split that's all your oil pressure lost in a few seconds which would be disastrous.
https://www.pistonheads.com/gassing/topic.asp?t=13...
It took me a while to find a shorter synthetic media filter that would fit the Rover V8, as always I shared the info on here to help others, after that I guess it's inevitable some bright spark will take what I share freely and make a little business out of it, I take this as a form of flattery
, and I guess not everyone has the intelligence to do their own research.Switching to the Royal Purple 20-253 ticked all my boxes, the filter quite simply spins on with no issues at all, the generous clearance it gives also means I no longer have any concerns over it touching the chassis and potentially splitting open.
Every 5,000 miles the engine sees 5 litres of lovely fresh Penrite HPR15, this is an excellent quality fully-synthetic 15W60 "full zinc" (1050 ppm) oil, available from Classic Oils at £33.00.
Of course a Chimaera takes between 6.5 - 7 litres every oil change so I top off with Heritage 20w50 From Classic Oils, this is a quality mineral with an even higher zinc content than the Penrite HPR15.
After each oil change I'm left with 4 litres Heritage 20w50 which is more than enough for top-ups over my 5,000 mile oil change cycle, at which point I repeat my Classic Oils purchase of 5 litres of HPR15 and 5 litres of Heritage 20w50, as I say every second change I fit a new synthetic media Royal Purple 20-253 and so every 5k miles and 10k miles the cycle continues.
Obviously burning super low carbon LPG helps keep the engine internals spotlessly clean but my strict oil service schedule supports this perfectly, if I remove a rocker cover and inspect it's literally like new in there, as I'm sure my valley is too which is essential for engine longevity. It did fit a new cam,followers and JP timing chain & sprocket set at 30,000 miles as a precautionary measure, other than that the internals are exactly as they left the factory in 1996, given my maintenance schedule I see no reasons why I shouldn't expect 250,000 miles out of the engine.
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