Sample Oil Filter Cross Reference Chart – A great deal of research and new technology has advanced the fields of oil lubrication and oil filter contamination. If you still think (as many do) that “All oil filters do the same thing, then why pay more for one brand?” Then maybe it’s time to reconsider.
Lubrication research continues to improve how lubricants (such as oils) protect moving parts, increase fuel economy and extend engine life. The lubrication industry has continually improved the quality of motor carrier oils, grease (chassis, wheel pads), transmission fluids, hydraulic fluids, gear oils, and brake fluids.
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Believing that all oils are the same implies that equipment built five years ago requires the same lubricants as the same type of equipment being built today. But fuel economy, lower emissions, new materials, and better manufacturing (tighter equipment tolerances) combine to require specialized oils and filters for today’s equipment that older models lacked.
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As lubrication needs have evolved, trucks, planters, combines, sprayers, trailers, and engines depend on the right oil to keep internal parts running and performing properly within equipment specifications. As equipment specifications change, the manufacturer designs and upgrades oil lubricants to meet the new demands. That is why it is important to identify and select the right oil and filter based on the
Although lubricants and filters may look and package the same, remember that it’s what you don’t see inside the product that allows it to function the way it does. Separating products that work well from those that don’t work so well can be challenging, because technical information is conveyed in a coded language made up of numbers and abbreviations. These numbers and abbreviations are the industry standards used by lubricant manufacturers when building their products.
The goal of this post is to demystify these numbers and abbreviations so you can tell the differences between oils and oil filters. Understanding these terms will help you choose the best (not always the cheapest or even the most expensive) motor oils and oil filters for your equipment and application. In the long run, choosing the correct oil and filter will increase equipment reliability, improve operating performance, reduce maintenance costs and extend the life of your equipment.
The key to selecting the correct lubricants for your equipment begins and ends with your owner’s manual. Whether you have a half-million dollar piece of farm equipment or a $300 lawn mower engine, you should use the lubricants the manufacturer recommends and change or reapply when specified.
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It is essential to follow the instructions in the owner’s manual, especially when the equipment is still under warranty. Failure to follow the recommendations may void the warranty.
Retailers have shelves stocked with various brands of motor oils. Each manufacturer claims that their product offers one advantage or another over competitors. However, most motor oils are similar in that they are designed to meet basic engine specifications such as:
Conventional motor oils start life as crude oil that is pumped from underground reservoirs. Crude oil contains impurities that must be removed and require additional refinement to bring the oil to a specific viscosity. Conventional motor oils consist of about 80 percent refined crude oil (called base oil). The remaining 20% are additives that serve numerous purposes, such as improving base oil properties, suppressing certain base oil properties, and adding new properties to the formulation. Typically, these additives are the ones that clearly separate one crankcase oil product from another.
• Creation of a thin layer of lubricating film between metal surfaces that slide or roll against each other. This layer reduces friction and wear.
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• Transport or disperse contaminants such as dirt, sludge, soot and metal particles. These contaminants are removed when the oil passes through the filters.
• Help the oil pump deliver the correct value of oil more efficiently by reducing the amount of air bubbles throughout the oil body and foaming or foaming.
Be sure to change the oil and filters at the intervals recommended by the manufacturer. If you wait to change the oil, it’s not linear degradation. In other words, there is a sharp drop in engine oil performance.
If you’re a short-haul driver, it’s probably beneficial to change your oil more often. If you’re a long-haul driver, you can stretch out your oil change a bit. If the vehicle is newer, you can upgrade it. If the vehicle is older, more frequent oil changes will be necessary. Many factors influence the life expectancy of an oil, but at the end of the day, you need to change your oil and filter at regular intervals to prevent permanent engine damage.
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When you buy motor oils, there are four group numbers as defined by the American Petroleum Institute (API). The groups (1 to 4) refer to how refined each product is: the most refined oils are API group 4.
Very often you will see four types of oil on the shelf and the API group number assigned to each type depends on the particular product. The most common oil types (and their API group numbers) are:
• Conventional. Conventional base oils are generally classified as API group 2, which means that they are highly refined from crude oil. In the past, we only used Group 1 motor oils and some conventional formulations as base oils. There are now even more refined oils known as Group 3.
• Synthetics. Refineries make synthetic oils using ethylene gas that is extracted from natural gas. Unlike conventional refined base oils, synthetic oils are free of contaminants. These are mainly classified as group 4 oils.
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• Mixes. Synthetic oil blends are made by combining oils from API groups 2, 3, and 4. By definition, these blends cannot contain more than 30 percent synthetic oil.
• Great mileage. High mileage motor oils are formulated for vehicles with approximately 75,000 or more miles. These oils contain specific additives, including seal enhancers, to mitigate internal or external leaks often associated with older engines. Some of these additives work by causing gaskets, o-rings, and other seals to swell slightly.
Temperature determines how easily an oil will flow through an engine and the thickness of oil lubrication films. The temperature inside a gasoline or diesel engine can reach 300ºF or more for a short time. This is important, because at higher temperatures, oils thin and flow more like water.
In fact, the oil can become so thin that it cannot provide the thickness of the oil film that separates the two moving surfaces you are trying to protect. Most of the parts need to be “floatplaned” just like worn tires do on wet pavement. Engines need a minimum viscosity to achieve separation between parts, but the specific viscosity that engines need is based on the specific parts, engines, temperatures, speed and load.
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When cold, the oil can thicken and flow more like molasses. When you start an engine in these cold conditions, the oil residue that protects the engine components is what was left when you last turned off the engine. When you start an engine in cold weather, there is a brief moment when the fresh oil in the oil pan does not flow and circulates to all areas of the engine. It takes more time for the oil to move from the oil pan to fill some empty cavities, lines, and components that might have slowly drained while the engine was idling.
Whether they have fleet vehicles or tractors, many operators will test their oil for antifreeze, soot, fuel, chromium or other contaminants that can damage the engine and affect oil performance. What is found in an oil sample analysis allows you to determine if you should change your engine oil and filters sooner or later based on the condition of the oil.
You can also use test results to identify a potential problem before it becomes a costly one. For example, if a test reveals that the oil contains chromium, this may indicate abnormal pad wear.
During startup, there may be metal-to-metal contact; there can be even more if you use the wrong oil. This is called a dry start condition and is the source of a high percentage of all engine wear. For this reason, manufacturers recommend that you do not run a cold engine at high RPM until the engine oil pressure gauge rises and stabilizes for a few seconds.
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Engineers measure how well a motor oil flows through a range of operating temperatures by assigning it a viscosity index (VI). Viscosity measures the time it takes for oil to flow through a standard opening such as an orifice or capillary. Unaltered, an oil can flow like water (low viscosity) when at high temperatures, or it can flow like a syrup (high viscosity) when at cold temperatures.
Consider pouring honey on after letting it sit in the fridge overnight. The honey will thicken to the point that it barely moves when you turn the jar upside down. If you put the same honey in the microwave and heat it for a
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