New: See our new idea for evacuating oil from your bypass filter before removing the lid.
See the new idea on the page marked "Hose Fittings". It works great. We drill and tap the lid and fit a Schrader valve which we can supply. A few pumps of air from a tyre pump evacuates the oil from the filter sending it back to the engine. You can then remove the lid & the old element without any oil spillage. Great for installations below the return line output. You can see one fitted on "Installation Photos Page 3". Please note that the Schrader valve is an extra. We can either supply it separately or fit it - ask for a price on this extra when you order.
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There are two basic types of oil filters: full-flow and bypass
A full-flow filter is designed to pass the full flow of engine oil through the filter element. When the element becomes clogged with trapped particles, or if the filter inlet or outlet ports somehow become plugged, an internal bypass valve allows the oil to flow directly to the engine without passing through the filter to prevent a loss of engine lubrication. Most full-flow filters have a spin-on metal shell containing a pleated filter element made from specially treated cartridge paper or synthetic material. The openings between the fibers in the paper element are small enough to trap particles around 20 to 40 microns in diameter. (A micron is 0.001 millimeters or about 0.00004 inches). Full-flow filters can't trap smaller particles because that would require much smaller openings, which would starve the flow of oil to the engine.
A bypass filter design is based on different principles. It uses the principles of absorption and adsorption to pass only a small part of the flow of engine oil through the filter element. It does this by diverting, a portion of the oil flow through the filter. Because a bypass filter doesn't have to handle the full flow of engine oil, it can use an element with much smaller openings without losing engine lubrication. Most bypass filters, because of the very nature of bypass filtration, can trap particles down to about 1 micron and much smaller.
Particles are trapped in the filter by clinging to the long cellulose fibres of the paper. That is the adsorption principal. Any particle that gets through the filter, because of its small size, can be picked up while traversing the filter again. This is why this type of filter is able to catch particles smaller than the the spaces between its fibres. Unlike the idea of a strainer, the filter is actually grabbing onto particles.
Water, which is formed by condensation in all engines, is removed by soaking into the fibres of the filter. Paper fibre is very absorbant towards water (hydrophylic). This is the absorption principal. A wound paper roll can absorb a great deal of water due to the cappilliary action of the fibres. They soak it up like a sponge but cannot absorb oil because of its large molecular size. Paper can absorb over twice its weight in water. This means that half a kg of paper can absorb over a litre of water. You will be surprised to see just how much water is taken out of the oil in the average engine. The paper roll becomes the perfect separator of oil from water; certainly better than a centrifuge. I have done a great deal of testing with centrifuging water from oil and, for the engine filter application, the paper roll method wins hands down.
The following test, done in the USA, is an eyeopener.
Truck Exceeds 1,000,000 miles (1.6 million Km) Using Bypass Filters: Click here for another example of the benefits of having a bypass oil filter on your engine.
Look at the truck that did 1,000,000 miles
The people who refine used oil every day as a profession are more qualified to talk about used oil than those who simply deal with the general use and maintenance of motor vehicles.
Look at some of the people who use recycled oil - www.p2pays.org/rrfoil/index.asp
The following company does oil analysis in Australia - Lubricating oil sample analysis and testing, temperature, vibration and condition monitoring by Techenomics International
Test results March 2009. (Old oil cleaned up)
Jackmaster filters were fitted to two test cars, a 6 cylinder engined Ford, running on LPG, and a Toyota 4 cylinder running on petrol. In both cars, the oil was left unchanged. The oil was not dirty but very dark, as you would expect in an engine that was properly maintained. After about 100 kilometres the oil in both cars was noticeably cleaner. After 1500 kilometres the oil in the 6 cylinder Ford, on LPG, was almost as clean in colour as new oil. The oil in the Toyota, running on petrol, was slightly more tinged with carbon than the Ford. Neither car was low mileage and the Ford was a reasonably well used engine, having done in excess of 250,000 kms. This can only mean that the filter is gradually removing sub micron particles of carbon down to fractions of a micron, as it is these particles which normally remain in the oil to create the black discolouration.
The reason for the filter's effectiveness is that as the oil recirculates, the filter picks up the contaminants in stages. Larger particles and all water are trapped in the first pass. Some sub-micron particles are trapped at this stage and those that pass through are subsequently trapped when passing through the filter again. This indicates why the oil gradually cleans up. In applications where there is a very heavy carbon loading on the engine, as can be found in diesels, the production of new carbon can keep pace, to some extent, with the filter's capacity to remove it. The resulting oil will not harm the engine, as it only takes one pass to remove dangerous particles and water. In a future test we plan to run a test on an engine where the oil is absolutely filthy and far beyond its change period. There is no reason to suspect that the result will be any different to the results obtained in these two cases, other than taking longer to clean the oil.
Test results January 2010. (Tappet noise eliminated)
In June 2009 a Jackmaster filter was fitted to a 6 cylinder Fairlane with 165000 kms. on the clock. The oil and the full flow filter were changed and the vehicle resumed its normal duties. It had an annoying tappet noise which came and went at idling and had been persistent for some time. The filter element was changed at 170000 kms and again at 182000 kms. The oil has not been changed since the filter was installed and has remained clean enough to read the dip-stick easily. The owner claimed that the ticking tappet noise became less frequent at around 175000 and it was completely gone by the time we changed the element the second time. This indicates that the engine components have gradually become cleaner, with varnish and carbon buildup being removed from the hydraulic tappets. Varnish and fine carbon accumulation are both causes of tappet noise. They will gradually disapear as the oil is constantly cleaned by the bypass filter and further buildup is prevented. Varnish and other by-products which evolve from heat-damaged oil and fuel combustion are collected by the bypass filter as they circulate. The full flow filter is unable to collect them due to its design. This test will continue and we will change the next element at 190000 kms. We intend to leave the oil unchanged indefinitely.
Use for filtering Waste Vegetable Oil.
This filter is being used to clean up WVO, SVO for use in engines running on SVO. The feedback from a customer is that it is filtering 1000 litres of oil with each element before blocking up. The rate of filtration is 200 litres per hour. The vehicle running on this oil is a Mercedes Diesel and has done 60,000 kms on WVO filtered through the Jackmaster filter with no issues arising. Contact me regarding further information on this.
Fairlane using less oil.
A Fairlane was fitted with a bypass filter at 193,000 kms. This vehicle was not well looked after and was using around a litre of oil in 1500kms. After running 20,000 kms on bypass filtration the engine has settled down to using a litre of oil in, around, 5,000 kms. This is a bit of a mystery and was an unexpected result. It can only be attributed to the rings having been cleaned of gunk and varnish. The engine is not receiving oil changes and the oil looks almost new after a top up of 1/2 a litre which indicates a very low level of sub-micron carbon. The first bypass filter element was run for 5000 kms and the current element has done 15000 kms - we won't change it for a while yet.
Toyota Diesel - Great endurance test for Jackmaster
A Toyota 2H diesel had unusually black oil and suffered a sludge problem. A Jackmaster Oil Filter was fitted. The owner reported a leak from under the lid seal which came when the engine heated up. Jackmaster immediately sent another filter. The owner reported the same fault. We suspected ultra high oil pressure. It was found to be 65PSI at idle and 145PSI at 2000 RPM. At higher revs it would have gone through the roof. The fault was a simple fix with the oil pressure pump relief valve. It was calculated that at the median range of RPM there would have been over 3/4 of a ton of force trying to tear the lid off the Jackmaster. Similar faults have caused spin-on filters to burst and explode off the engine. The Jackmaster had been connected for quite a few kms which indicates just how robust this filter actually is. When the oil pressure was adjusted the engine ran about 40% cooler. Of course the Jackmaster will make it run cooler still. I would think that the unusually high oil contamination in this engine was caused by the oil pressure problem. This vehicle is now under test to get an idea of how much difference a Jackmaster will make.
Here are some photos of an installation on a Ford courier "PE" Turbo Diesel sent in by a customer.
Boundary Film Lubrication and Bypass Filtration
Laboratory testing has indicated that, between lubricated surfaces, the film of oil varies under load, especially on the power stroke in internal combustion engines. This film of oil constitutes the boundary layer and is preventing mutual contact between those surfaces and varies between 8 microns down to 2.5 microns under heavy load. This indicates that normal full flow filtration on a motor vehicle is unable to protect lubricated surfaces from damage by abrasive particles larger than 2.5 microns, since full flow filters are unable to filter to such a fine size. Full flow filters cannot remove water either. These tests were done using 10W 50 oil.
It is essential to remove all acid forming water from the oil as well as particles to a size of at least two microns. Both these objectives are accomplished by bypass filtration. Jackmaster Bypass Filters will achieve this.
Great deals on complete Jackmaster filter kits or just the canister assembly on its own. We can supply all sorts of special fittings and adaptors to make installation easy.
The kit will include:
One filter canister assembly complete with 1 element enclosed.
Re-inforced steel braided hose - 2 metre length.
One set of high quality screw on field-fit hose fittings.
Standard 1/8" or 1/4" tee fitting for oil pickup. Toyota kits are a little more if you require the special Surf Tee or the 24mm special Sandwich adaptor. Discuss this with us.
Swivel return fitting for returning oil via oil filler cap.
You can still buy high quality sandwich adaptors and special fittings from us if you want them. We are committed to reducing the price of bypass filtration to make it available to a much wider audience. In this we are succeeding because this is a quality filter and we are always seeking ways to reduce the price. We operate on narrow profit margins and aim for high turnover. We are certainly not the first to do that and we find that the idea still works well.