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The Facts About Oil filtration

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We have packed this website with useful information that will help you to make an informed decision regarding your choice of lubrication and filtration products for your vehicles and equipment.

One of the most important items involved in achieving maximum longevity and optimum performance from an engine is in how well the oil, air and fuel is filtered. The primary objective of oil, air and fuel filters are to eliminate the maximum quantity of abrasive particles. If these particles are not effectively filtered out the life cycle of the engine will be drastically reduced. The goal of this website page is to identify and review the critical items you need to know about oil, air and fuel filtration so that you can make an informed decision regarding your choice of filtration products.

The job of an oil filter is to remove atmospheric contaminants, wear particulates caused during engine operation and particulates in the oil created during the combustion process. The sum of these contaminants, if not properly filtered can wreak havoc on an engine and drastically reduce its longevity.

These particulates include products from fuel and its components such as carbon. This product is caused by the transfer of combustion products from the fuel to the crankcase oil. Carbon and soot is the cause of many deposits found inside engines. Diesel engines in particular can have very high degrees of carbon and soot build up, especially if they are operating with a plugged air filter and under heavy load, since the quantity of air is drastically reduced. Although air filtration is extremely important whether the engine is operating on gasoline or diesel fuel, diesel engines consume much more air during operation than gasoline engines. Other deposits can be caused by oil diluted with fuel from poor combustion or from an improperly warmed engine where unburned fuel can blow by the piston rings and enter the crankcase.

Note that fuel and water are also sources of contaminants but are also very difficult to filter effectively and require additional filtration systems. Special by-pass oil filters are effective in filtering out water but fuel still remains a problem. It is very important to use a high quality fuel filter and change it according to recommendations. On diesel engines I highly recommend installing an auxiliary fuel filter/water separator because many original equipment fuel filters cannot remove sufficient quantities of water or the small sizes of particulate contaminants. Premium quality fuel filter/water separator units can remove virtually 100% of the water and contaminants.

The engine wearing during use also causes deposits. The resultant products of this type of wear include iron, lead, copper, tin, aluminum from bearing and bushing material and other metals such as chromium from piston rings and valve train parts. Other significant sources of engine oil contamination include silicon left inside the block from sand casting at the foundry, machining particles from manufacturing and certain coolants and additives and particulates introduced from faulty or worn sealing surfaces, especially seals such as front and rear crankshaft and water pump seals, gasket materials or sealants.

Another often-overlooked area of particulate entry is the funnel or oil container itself. Oil containers are sealed at the factory but after opening one it is easy for dirt particles to accumulate around the opening or in the funnel used to direct the oil into the engine. I keep all my funnels perfectly clean in a sealed plastic bag in a cabinet and never out in the shop or garage where they can pick up contaminants. Once I have opened an oil bottle it also goes in the cabinet.

As a side note, you may wonder why sand from machining operations is not fully cleaned out during the preparation and assembly process. The manufacturer does attempt to get all casting and machining particles out but still, the fact remains that there are millions of microscopic peaks and valleys and surfaces and passageways inside a cast surface that these microscopic particles of sand and metals may become embedded and are not all cleaned out during the wash process.

The most effective way to clean cast surfaces is with hot steam, water and an industrial soap solution. That�s why when rebuilding an engine after machining the cylinders, regardless of how well you clean them with parts cleaner, carburetor cleaner, brake cleaner, etc., the most effective method is to use warm dishsoap and water to thoroughly clean all machined surfaces. Then after cleaning rub a lightweight oil on the parts to prevent the humidity in the air from causing corrosion.

I recall a project I worked on at an axle manufacturing plant where we developed a special paint to coat the axles after casting and machining, but prior to assembly. The entire axle housing was put on a conveyer and dipped in a special paint. The paint served two purposes; to prevent external corrosion for a specified time period under severe salt and atmospheric conditions and to seal the inside of the axle housing so that any machining and casting particulates would not cause premature wear to the gears and bearings. The same thing holds true for engine blocks, however engine blocks are not painted internally.

The fact is that even with modern manufacturing practices there is still a certain amount of abrasives inside an engine from the manufacturing or rebuilding process. That is why filtration is so critical. In the absence of proper oil filtration these particles can be picked up and carried into circulation. One single particle embedded in a bearing is capable of causing appreciable damage.

The Effect of Used Oil Contaminants on Engine Wear

The role of oil filters is, firstly, to remove all abrasive particles larger than a certain size, thus establishing a certain degree of filtration (more on this later).Given that general clearances between crankshaft and connecting rod bearings in modern automotive engines is between 0.0006-0.002 in. (15-50 microns) up to 0.003-0.004 in. (80-100 microns) in certain large industrial or diesel engines, and the thickness of oil film is between 5 and 75 microns with no load and 5 to 15 microns when fully loaded, steps should be taken to remove all hard particles with a diameter of more than 5 microns or at least those between 10 and 15 microns in diameter. This does not mean that smaller particles do not have any effect on wear. These size limits are also shown by numerous engine tests with dust particles of different sizes introduced into the crankcase oil.

The test results show that:

- Abrasive particles between 0 and 5 microns cause significant wear

- The wear of all engine parts does not reach a maximum value for the same particle size.

- Wear of cylinder and rings reaches a maximum value with a smaller particle size than that causing maximum bearing wear. This appears to be due to the differences in clearances of these parts during running and also to the relative hardness of the metals used. Tests using a diesel engine fitted with a radioactive top ring illustrates the distribution of the size of metallic particles caused by actual ring wear during running:

- 55% of particles have a diameter of less than 8 microns

- 28% of particles have a diameter of less than 5 microns

- 7% of particles have a diameter of less than 1.2 microns

- 0.5% of particles have a diameter of less than 0.45 microns

These findings show that the metallic particles scraped off an engine play an appreciable role in the process of engine wear merely on account of their size. The finest particles, i.e. those between 0 and 5 microns and accounting for 28% of the total particles present, mainly have an abrasive and erosive effect on wear in the upper part of an engine (cylinders and rings) whereas 45% of the particles larger than 8 microns in diameter tend to act on the lower parts (bearings).

It is only through repeated passages of the oil through the oil filter that filtration is complete. A standard automobile engine filter fitted to a full-flow oil circuit shows a certain amount of dust passing the filter in its first passage through, i.e., 25% of particles between 10 and 20 microns, 15% between 0 and 10 microns, and 2% from 60 to 100 microns. It is the particles between 10 and 20 microns that are the most dangerous for engine wear and which must be removed as quickly as possible. The use of a second filter, or filtering in stages, may be useful provided the variation of load drop with time remains reasonable.

OIL FILTERS AND OIL FILTRATION SYSTEMS

There are two types of oil filter elements and two types of oil filtration systems. These are surface oil filter elements, depth type oil filter elements and full flow and by-pass filtration systems.

Surface Type Oil Filter Elements

Surface type oil filter elements are the most common. In this type of system oil passes through only one layer of filtering media. This media is typically some form of pleated paper, paper-synthetic media or paper-fiberglass or a fully synthetic or fiberglass media. The paper is often treated with impregnants such as phenol resins and the impregnation is polymerized and the paper silicon treated. The purpose of this treatment is to increase the mechanical resistance of the paper, to even out channel patterns and to provide greater resistance under the corrosive effects of the oil.

The object of a pleated type surface element is to achieve maximum surface area inside a minimum volume. The specific pore size of the element is what determines the filters micron rating. However, the micron rating of a filter can be very deceptive. The general range of particle sizes that a surface type filter will stop is in the 10-40 micron range. The critical parameter is not what particle sizes a filter traps but at what efficiency it captures those particular particles (i.e., particle capture percentage).

Be very cautious of full flow oil filters advertising a certain micron rating as a main selling point unless it also specifically states what efficiency it achieves at that micron size or shows a graph indicating the efficiency at various micron sizes. For example, a screen door could be stated to stop 1 micron particles from passing through, yet the percentage of the total 1 micron particles that a screen door will stop is going to be extremely small, and pretty close to zero.

Surface type oil filters are normally mounted in full flow applications, meaning that all that all of the lubricant in the circuit passes through the filter, but not necessarily through the media. This is due to the action of the bypass valve, which opens under certain circumstances (cold start-ups or pressure surges) and allows an uninterrupted flow of unfiltered oil while the valve is open. Another instance where the bypass valve will open is when a filter is filled to its maximum with particulates in which case unfiltered oil will be flowing to the engine.

I have seen some surface type filters on the market advertised as �10 micron� filters, for example. However, nowhere on the box does it state the efficiency rating, thus the �10 micron� value advertised is totally useless, and in my estimation, deceptive to the end user who may think they are actually getting a filter that stops all 10 micron particles. As an example, testing conducted at the Milwaukee School of Engineering, Fluid Power Institute using SAE Test Method J806 for filtration efficiency indicates the following at the lower end of the graph.

- Fram PH8A oil filter is 10% efficient a trapping 12 micron particles

- AC PF-2 oil filter is 10% efficient at trapping 4.5 micron particles

- Purolator PER-1 oil filter is 10% efficient at trapping14 micron particles

- Ford FL-1oil filter is 10% efficient at trapping12 micron particles.

At the upper range of the graph:

- Fram PH8A is 78% efficient at removing 20 micron particles

- AC PF-2 is 67% efficient at trapping 20 micron particles

- Purolator PER-1 is 42% efficient at trapping 20 micron particles

- Ford Fl-1 is 33% efficient at trapping 20 micron particles.

This test serves to show the wide variation in particle capture percentages for some common oil filters. The test also illustrates that the size range in which 60% of engine wear occurs is in the 5 to 20 micron range. This indicates that, in general, surface type flow oil filters are not very efficient at filtering out the particles that cause 60 % of engine wear. There are premium quality surface type full flow filters on the market that will outperform the filters used in this test. This also illustrates the need for by-pass oil filtration, which will be covered later. Note that in the same test a by-pass oil filter manufactured by AMSOIL INC. filtered out 100% of the 5-20 micron particles and about 85% of the1 micron particles. The AMSOIL Super Duty full flow oil filter is approximately 65% efficient at filtering 15 micron particles. This is exceptional for a full flow oil filter.

Beta Ratings

The Beta rating of an oil filter is a measure of the particle capture percentage in a special test designed and specified by the Society of Automotive Engineers (SAE) and is referred to as test SAE J1858. The test measures the volume of particles that pass through a filter in a single pass vs. the total volume of particles introduced into the filtration system prior to entering the oil filter.

The percent efficiency of a filter with a specific beta rating is determined by subtracting one from the Beta rating, then divide the result by the actual Beta rating and multiplying the result of the division by 100. The final value determines exactly what percentage efficient a certain oil filter is at removing a specific size of contaminant.

Beta rating tests are the best way to accurately compare oil filter performance due to the fact that the test measures the specific oil filter�s efficiencies at specific particle sizes. Comparing filter micron ratings without knowing the efficiency at a specific micron particle size is meaningless.

Depth Type Oil Filter Elements

Depth type oil filters have elements that are constructed of materials that are referred to as �absorbent� and these consist of inactive materials such as cotton waste, waste paper, wound paper, cellulose, cloth, wood pulp, asbestos, etc., which are tightly packed together. These types of filters depend on the absorbtion of contaminants as the oil flows through the media. It takes quite a while for the oil to flow through a depth type filter. That is the reason that depth type oil filters are plumbed into an oil system as a secondary, or by-pass, oil filter. If they were plumbed into the full flow system the oil would take too long to flow through and the engine would not receive sufficient quantities of oil volume. Depth type filters typically do not have bypass valves since they are not plumbed into the full flow oil system. If a depth type oil filter plumbed in a system as a bypass filter became plugged the full flow oil filter would remain functional.

Many poorly constructed absorbent depth filters are susceptible to a condition called channeling. Channeling is a condition whereby the oil flow through the media creates a �channel� or locates a path of least resistance. Once channeling occurs, effective filtration ceases.

Depth type absorbent filters will not remove oil additives (unless the additive is a solid lubricant such as graphite and the particle size is in the size range which may prevent them from moving through the filter).

Another group of materials used in some depth type filters are referred to as �adsorbent� and consist of chemically active materials such as Fullers earth, clays, charcoal and chemically treated paper. These filters remove contaminants through a chemical reaction with the lubricant, and as a result, may remove some oil additives.

I do not recommend adsorbent type depth filters since they cannot selectively filter out only the harmful materials but in the process may filter out necessary additives that were engineered into the oil by the oil manufacturer.

Full Flow Oil Filtration Systems

Full flow oil filtration is the type that is used on almost every major automobile and light truck in production, as well as many other medium and heavy-duty trucks. In a full flow system all of the oil from the oil pump must pass through the oil filter. Filters used in this type of system must have a high degree of single-pass efficiency and a low restriction to oil flow. What this means is that the filter must be effective at removing engine damaging particulates from the engine oil the first time it passes through the oil filter.

In order to ensure that the engine is properly lubricated under all operating conditions and if the filter becomes plugged, a bypass valve is engineered into the oil filter or on some vehicles a pressure-regulating valve is designed into the engine lubrication system, so one is not necessary in the filter. The bypass valve is closed under normal operating conditions. But, if the filter becomes plugged the valve will open and supply unfiltered oil directly to the engine. This will prevent engine damage due to lack of oil flow, but it is not good to have unfiltered oil flowing to the engine, although still much better than the alternative of oil starvation and certain engine failure.

It is very important that you use the oil filter type (not brand) specified by the engine manufacturer as each filter has different bypass valve pressure ratings which correspond to the specific engine it is to be used on.

AMSOIL Ea Nanofibner Technology Full Flow Oil Filters

Full-flow filters install directly into the line of oil circulation. The full flow of oil passes through the filter as the oil journeys between the oil pump and engine. A full flow filter must be capable of removing and holding contaminants without obstructing oil flow to the engine.

Most conventional filters on the market use a thin layer of porous filter paper as their filtration media, which compromises their ability to catch fine particles. In addition, these filters have almost no extended cleaning ability since their media have a low capacity for storing dirt.

Because of their limited filtering area, most conventional paper filters display good flow characteristics but are restricted in their capacity and longevity. They become obstructed relatively quickly, opening the relief valve and allowing unfiltered oil into the engine. Their lightweight construction also makes them susceptible to degradation.

AMSOIL Ea Oil Filters with Nanofiber Technology

The AMSOIL Ea Oil Filter may be used for intervals of 25,000 miles or one year (whichever comes first) in gasoline or diesel engine applications.

If you would like a FREE comprehensive packet of technical, information, catalogs, specifications, retail and wholesale prices, dealer application, oil analysis test results, photographs of the Dual-Remote system installed on several different vehicles and other crucial information regarding AMSOIL Ultra Premium Synthetic Motor Oils and Filtration Products plus much, much more please e-mail us at dave@performanceoiltechnology.com with your postal mailing address and your packet will be shipped promptly. Your name and address will be held strictly confidential.

By-pass Oil Filtration Systems

By-pass oil filtration systems typically take only a very small percentage of the oil (usually about 10% or less) of the oil flow from the pump. The most common location to tap into to get the oil from is at the oil pressure sending unit by utilizing a special tee fitting. There are several types of by-pass systems but in general the simplest type of by-pass filter systems are the type that have a remote mounted depth type filter on a small valve block. The valve block has metering valves and orifices in it in order to only allow a small portion, usually about 10%, of the oil to flow through it at any given time. The depth type filter is designed in such a way as to �superfilter� the oil and thus it takes longer for the oil to flow through the filter. The filtered oil is returned to either the oil pan, valve cover or filler cap via a special fitting. The hydraulic line used for this type of installation is generally � inch inside diameter.

By-pass systems on heavy diesel engines are installed differently. These engines come from the manufacturer with special ports in the engine block and oil pan specifically for this purpose. Once it is determined which port is pressure and which is for the return oil it is simply a matter of using the proper threaded fittings to adapt to the ports and by-pass system valve block. Some oil pans come with a threaded port for returning filtered oil and some do not. For the engines that do not, there is a port in the side of the block that is used for this purpose. It is best to check with a knowledgeable heavy diesel mechanic, dealership service center or shop manual to determine which port is pressure and which is for filtered oil to return to the block and oil pan. I always check the ports with an oil pressure gage just to be 100% certain which is the pressure and which is return port. The hydraulic lines used for this type of installation do not need to be of large diameter. The typical size is 3/16 or � inch inside diameter.

With both of the by-pass systems describe above, the full flow filter is still retained and utilized. The full flow filter must be changed at the filter manufacturers recommendations. The by-pass filters are generally changed based on the results of oil analysis testing (which is covered in Section 20) or at the by-pass filter manufacturer recommendations. Typical change intervals on by-pass filters are 25,000 miles/1-year for gasoline engine cars and light trucks. Heavy diesel engine by-pass filters are changed in accordance with oil analysis test results or a specific hourly or mileage change interval that is determined by trend analysis (monitoring and testing of used oil over a period of time in order to establish change intervals based on the method in which the particular engine is operated), or the by-pass filter manufacturers recommendations.

Another very popular type of by-pass system is called a Dual Remote filtration system and is the only one of its kind that I am aware of. It is manufactured and patented by AMSOIL INC. The method that this filtration system functions is as follows: a valve block machined to accept a full flow filter and a special by-pass filter is mounted remotely in the engine compartment or under the vehicle, typically on the frame. A special machined or cast aluminum adapter threads on the existing full flow filter location and two hydraulic lines are attached to it and routed to attach to the remote mounted valve block. The full flow filter functions exactly the same as if it were still mounted on the engine, but it is remote mounted and typically in a location where it is much easier to access. The valve block internal orifices and metering valves control the amount of oil that is routed through the by-pass filter, after passing through the full-flow filter. Filtered oil is returned back to the engine adapter via a return hydraulic line exactly as it would be returned to the engine if the full-flow filter were still mounted on the engine. The hydraulic lines used for this type of system are typically 13/32 inch inside diameter because they also have to be large enough to allow for the full flow volume of oil to flow through them. Another benefit of by-pass systems is that oil capacity can be increased significantly, depending on the size of the filters selected.

There are numerous types of by-pass filters and systems on the market. Some examples are Frantz, Lubrifiner, Purifiner and AMSOIL. They vary in terms of cost, function and installation. My personal choice is the AMSOIL by-pass filter. They manufacture both single by-pass units and Dual Remote by-pass units and are the most effective and easy to install systems that I have ever used and their cost is very reasonable when compared to other by-pass systems. They are also extremely easy to service and change filters by simply spinning off the old one and installing the new one. I prefer the AMSOIL by-pass systems due to their unique design, exceptional durability and performance and a system that is available for any type of vehicle from small passenger cars and light trucks to diesel pickup trucks and large heavy duty diesel engines.

The difference between the AMSOIL By-Pass Filters and others are the unique design of the filtering media and the patented construction of the filter element. The high capacity filtration medium is a special blend of virgin wood and cotton fibers, formed into discs, stacked, and compressed. The center tube is all steel, perforated for oil flow, and wrapped with a fine mesh cotton screen. The by-pass filter will trap dirt particles to 3 microns with almost 100% efficiency and to 1 micron with about 85% efficiency and the medium�s fibers can remove up to a pint of water (something that no full-flow filter can do). Channeling is eliminated with the inclusion of a hydraulic follower plate activated by a sophisticated internal pressure system. The filter is enclosed in a strong steel canister and threads onto the valve block unit.

Note that the diameter of a human hair is approximately 90 microns. This helps to give you a perspective on just how small of particles the AMSOIL by-pass filter can remove. One micron equals 0.000039 inch or 0.001 mm. There is no full flow surface type filter element on the market that can come even remotely close to this type of filtration, which is why by-pass filter systems are so important.

The AMSOIL Dual-Remote Oil Filtration System- For Optimum OIL FILTRATION and Maximum SERVICE ACCESSIBILITY

Once the Dual-Remote Filtration System is installed if you elect to use oil analysis testing then you DO NOT need to change your engine oil unless oil analysis testing results indicates you need to. Test samples are easily pulled from the dipstick tube with an AMSOIL pump into a 3 oz bottle and then put into a postage paid box mailed to Oil Analyzers Inc. This is typically performed every 20,000 miles or every year, whichever comes first for passenger vehicles and light duty trucks. You may very well travel several hundred thousands of miles without needing to change you oil when using oil analysis testing. It really is a simple process and provides an accurate analysis of your engine's internal condition. Oil analysis testing is common practice with commercial, fleets and heavy-diesel equipment that you can put to use for your benefit as well.

Click here to see a photograph of the Dual-Remote Oil Filtration System.

85,000 Miles Without an Oil Change

At the current time I have traveled over 87,000 miles and approximately 4 years using the AMSOIL Dual Remote Filtration System on my F350 Ford Powerstroke Diesel without an oil change. Laboratory oil analysis test results are still coming back perfectly suitable for continued service and I expect travel at least several hundred thousand miles more without requiring an oil change.

Note that although I have not had to do an oil change during this time and mileage interval the oil is not the exact same oil that was installed initially. With oil top offs due to full flow oil changes performed every 7,000 miles and by-pass filter changed performed approximately every 20,000 miles as well as top offs due normal use, the oil has been replenished and over a period of time will eventually cycle through all the original oil.

AMSOIL has developed a complete line of sophisticated filtration products designed to offer the best protection available against virtually all harmful engine contaminants. With an AMSOIL 2 Stage Air Filter, an AMSOIL Duty Oil Filter and an AMSOIL By-Pass Oil Filter, your engine can run long and hard with outstanding protection against engine dirt.

The previous information is exclusive information written and copyrighted by Dave Mann, Lubrication Specialist- Truck/Automotive Engineer and is not to be copied in whole or in part or used on any other websites without written permission. We use an automated system to scan the internet for unauthorized use of our material.

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Since 1972, AMSOIL Synthetics have proven to be the BEST. AMSOIL also engineers and manufactures Ea Oil Filters with Nanofiber Technology which have a 25,000 mile/1-year service life as well as specialized filtration systems for commercial and fleet applications in cars and light, medium and heavy trucks which can filter particles down to less than one micron (a standard full flow oil filter can only filter to 20-25 microns, and at a reduced efficiency) making oil changes virtually unnecessary and virtually eliminating engine wear. These filters have been proven by millions of miles of over-the road trucks, construction equipment and fleet service.

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AMSOIL Customers Appreciate Greater MPG

Although results vary because of a variety of factors, a common denominator among AMSOIL motor oil users is an improvement in fuel economy.

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"The car wants premium gasoline," he said. "I drive about 18,000 miles a year. I ordered your synthetic product and absolutely astounded.

"I was used to getting about 20 mpg overall and having a little low-rev torque."

Since switching to AMSOIL motor oil, Bailey gets 24 mpg and uses regular gasoline.

"The engine feels even more flexible," he said. "I've used AMSOIL now for my wife's anemic Camry 2.2 litre and have calculated that I have saved about $120," he said. "Thanks AMSOIL for an awesome product. You have a customer for life."

Likewise, Lance Okeson of St. Paul, Minn., gained miles per gallon after switching to AMSOIL motor oil in his 1995 Cutlass Supreme.

Okeson made the switch after learning about AMSOIL from a customer of his at a quick lube where he works. His customer was so enthusiastic about AMSOIL, Okeson did some research on the AMSOIL Website and decided to try the products. A trip from the Twin Cities to Fargo, N.D., in a steady 17 mile-per-hour wind, and back showed him an increase from 24 mpg to 30.5 mpg.

"I have never gotten 30 plus mpg with that car," Okeson said. "I have two other vehicles that I switched over to AMSOIL motor oil. One is a 4x4 and the other is an old muscle car. I switched the transmissions and the differentials in those vehicles as well."

ASE Master Technician Sold on AMSOIL

Mark Deschner, Friendswood, Texas, is an ASE Master Technician and Manager of the West Pear Land Tire & Auto Store.

He recently was able to demonstrate the superior quality of AMSOIL Synthetic Lubricants when he had to change out a leaking intake manifold on his 1991 Chevrolet 1/2 ton pickup truck, with more than 183,000 miles on the original engine.

"When my lead technician took the intake manifold off, for the first time ever, he couldn't believe how clean the lifter valley and the top of the cylinder heads were on my truck," Deschner said.

The technician thought Deschner may have changed it before. But Deschner assured him he had never had the intake off before.

"He always made fun of me for only changing the oil once a year and the filter twice a year," Deschner said. "I think that seeing how clean the intake and cylinder heads are in my truck has changed his mind about AMSOIL products. I've always believed in them and my truck runs AMSOIL for all lubricant needs."

He uses AMSOIL 10W-40 Synthetic Motor Oil, EAO24 Absolute Efficiency Oil Filter, TS31 2-Stage Air Filter, GF111 Fuel Filter, 80W-90 Synthetic Gear Lube, Universal Automatic Transmission Fluid, Synthetic Multi-purpose Grease, P.I. Performance Gas Additive, Rain Clear Windshield Protectant and Bosch windshield wiper blades.

"As you can see, I have pretty much converted the entire truck over to AMSOIL products," Deschner said.

Preferred Customer Sold on AMSOIL Quality

Peter Virgona of Merrick, N.Y. is a self-proclaimed oil enthusiast. �I do a great deal of reading and research, always looking for the best oil,� Virgona said. �The more I read the more I realized AMSOIL was the best �true� synthetic I could buy. After using Mobil 1 since 1986, I made the switch to AMSOIL.�

Virgona is a warehouse worker, but he has many years of experience working on cars.

He drives a 1999 Ford Crown Victoria that has nearly 98,000 miles on the engine. He switched from Mobil 1 to AMSOIL 5W-30 Synthetic Motor Oil (ASL).

�The difference was immediate and significant,� Virgona said. �The idle became much smoother. There are times I can�t tell if the car is running. It also became much more responsive to the gas pedal, so much more responsive my wife asked me what I did to the car.�

Virgona has owned the car for almost nine years. �Not surprisingly, the gas mileage improved significantly,� he said. �This car always averaged 15 miles per gallon going back and forth from work. It now averages 16.5 mpg. That�s a 10 percent increase. I truly didn�t expect such a big change.�

He waited to report his findings until after he had driven the car at least 5,000 miles �to confirm that the numbers are average and not just a fluke.�

Virgona also has installed Ea Air and Oil Filters in his vehicles.

He told his sister-in-law about AMSOIL and then changed her oil over to AMSOIL 5W-30. She drives a 1996 Dodge Caravan with a 3.0 litre V6 engine. According to Virgona, she had always used conventional motor oil with regular oil changes every 3,000 miles.

�Nonetheless, she had a significant amount of sludge that was obvious under the oil fill cap,� he said. �She also experienced a very loud lifter noise that would come and go. Presumably, the sludge was affecting the oil circulation to the lifters.�

Oil consumption in the van was also increasing, using about one quart every 1,500 to 2,000 miles.

�I switched the van to AMSOIL and put in a new filter,� Virgona said. �Within 1,000 miles the lifter noise was all but gone. By 3,000 miles, virtually all the sludge was gone. I drained and refilled the oil a second time with AMSOIL 5W-30. The oil consumption is now down to one quart every 3,000 miles, with no more lifter noise.

�I am very happy with AMSOIL and plan to use it from now on. I recommend it to anyone who wants a great synthetic oil.�

Virgona buys his products through the AMSOIL website. �I always get my product within 48 hours,� he said. In fact, he just had a case shipped to his father in-law in Florida because he believes in AMSOIL products and wants others to experience their benefits. In fact, he�s considering becoming a Dealer.

Virgona respects that he can get detailed technical information about AMSOIL just by checking the website. �AMSOIL puts out performance test results for everyone to see. I definitely appreciate that.

�People are usually very, very loyal to AMSOIL. They know it�s the best.�

AMSOIL Gives Life to a Sweet Old Cadillac. Making a skeptic into a believer again.

Dear AMSOIL,

I thought you might appreciate hearing my AMSOIL story. When the opportunity arose last year to purchase my mother-in-law's 1987 Cadillac DeVille, I jumped at the chance. A true low mileage survivor, it was in near pristine condition. I was proudly showing it off to a mechanic friend when he said, "Uh-oh, you bought an HT-4100? Good luck buddy."

After much research I understood what he meant. The HT-4100 was rumored to be one of the most troublesome engines Cadillac ever built. The problems are numerous: an aluminum block with cast iron heads that expand and contract at different rates causing premature head and intake gasket failure, coolant loss into the oil, and finally main and rod bearing failure. They also have a heavily loaded distributor gear, weak timing gears, and sludging issues.

My first thought was, if ever an engine needed AMSOIL, it's this one. I first heard about AMSOIL at the old Brohman Dragway in the late 1970s from a fellow racer who swore by it. For the past 10 years, I've used various synthetic oils with favorable results, but never AMSOIL. Then I talked with Dave Mann, the AMSOIL Dealer in my home town, and told him my story. Having spent 19 years as a lubrication specialist with Ford, Dave knows his stuff. He made several recommendations, and shared with me his excellent e-book on motor oils.

I also asked around at the Cadillac owners group I belong to, and almost every one of them said, "Don't buy AMSOIL! It's too expensive and won't do you any good. You need this or that oil with this or that additive," and so on. So who was I to believe?

Having spent over 25 years in advertising and marketing, I have a strong skepticism for extravagant claims made by manufacturers. Usually, when you hear impressive adjectives like "advanced" and "superior," someone just wants your money or your vote (or both). So I read the science; from AMSOIL and from several independent studies. I came to the conclusion that it really is an excellent product. It also intrigued me that one of the primary sales points made by AMSOIL is to convince you to buy LESS of their product. That kind of marketing is contrary to anything I've experienced, and elevates AMSOIL's credibility level exponentially.

I switched the Cadillac over to AMSOIL 5W-30 (ASL) last fall, then put in AMSOIL 10W-30 (ATM) this spring (even though it's not a turbo, I like the extra wear protection offered by this formula). Rather than letting the oil go a full year, I change it every six months, during which time it accumulates about 6,000 miles. My dad was an auto mechanic and taught the 3,000-mile oil change rule like it was the 11th commandment - that kind of conditioning is hard to overcome. With this frequency, I still spend less money than if I changed the oil on a three-month/3,000-mile schedule. I use the money I save to have drain samples tested by an independent lab each time.

The Deville now has 50,000 miles and runs like a fine Swiss watch. I have not had a single problem with the 'troublesome' HT-4100 engine. It runs roughly 10 degrees cooler than with regular oil, and my gas mileage has increased by 10%. It has become my mission to get 200,000 miles from this car. With AMSOIL, I might just make it.

As an addendum, I also recently switched my wife's 2003 Oldsmobile Silhouette minivan to AMSOIL. Since we've owned it, this car has had a lifter clatter for the first 10 seconds on cold starts. Literally, on the first start after putting in AMSOIL, the clatter was gone.

Thanks AMSOIL. By making a superb product that truly does what you say it will do, you've given new life to a sweet old Cadillac, and made a believer out of this devout skeptic. (see photos of car and engine)

Steve Cook
Traverse City, Michigan

HDT Sets AMA Land Speed Record with AMSOIL

Hayes Diversified Technologies (HDT), located in Hesperia, California, produces diesel powered tactical military motorcycles for the U.S. armed services as well as the UK and EU NATO countries. Founded in 1961, the company originally manufactured electro-mechanical switches and relays to the military & aerospace industries.

The new HDT motorcycles are diesel machines combining both power and environmentally friendly performance efficiency. We are talking about a bike that gets 100 miles to the gallon AND can do 100 mph.

The HDT team was out on the Bonneville Salt Flats earlier this month, striving to establish new national and world records. Displaying the AMSOIL colors while going through the paces at Bonneville, they offered up quite a number of very strong endorsements with virtually no prompting. We noticed an increase in horsepower right away when compared to Delvac 1,� said Fred Hayes, founder/CEO of HDT. What was quite surprising was the condition of the engine after a 50-mile run-in and over 120 full-throttle dyno runs. The camshaft bearings, the small and large end rod bearings, didn't even look like they had been run. During that series of dyno runs, we registered the highest horse-power and torque readings ever.�

Dave Anderson, AMSOIL Technical Product Manager, had flown to Bonneville to witness and participate in the pursuit of new land speed records. Hayes said to Anderson, "Our testing proved that AMSOIL Series 3000 5W-30 Heavy Duty Diesel Oil provided better cam bearing lubrication, better transmission operation and less blow-by than our previous oil. We picked up just over one horse power at the rear well." This is a 3.7% increase and worth a 1 tooth higher gear ratio. In addition, it appears that overall coolant temperature was down about five degrees. That is roughly a 2.5% decrease in operating temperatures.

Very few bikers would be opposed to increased horsepower with lower operating temps, simply by switching over the lubricants.

With over a year of testing, we have found that AMSOIL products continually outperform all other lubricants. AMSOIL provides improved performance, increased fuel economy, lower oil consumption, and significantly reduced engine wear in all operating conditions.

AMSOIL Boosts Bottom Line for Grain Hauler

Burnell Keller of Castroville, Texas hauls a lot of corn. Saving downtime and maintenance costs boost his bottom line.

Since the 1960s, Keller Grain, Inc., at Castroville has bought high quality white and yellow corn from local farmers and trucked it to processing plants across the state of Texas. "These trucks put on about 12,000 miles a month," said Keller, the company's owner.

He was running Exxon XD3-30 motor oil in his Freightliner and changing it every 10,000 miles. He heard AMSOIL products could cut his operating and maintenance costs in half, provide better fuel economy, easier starts and extended oil drains at least three times longer than he was getting.

"We were fixing to extend the drain to 15,000 miles," Keller said. "But a sample of the Exxon motor oil analyzed at 10,000 miles came back saying the oil needed to be changed. I said, let's give AMSOIL a whirl."

After an engine flush, Keller installed AMSOIL 15W-40 Heavy Duty Diesel and Marine Oil in his Freightliner, with more than 400,000 miles on the engine.

"We did this procedure three times at a 15,000-mile analysis and filter change only," Keller said. "Each time the oil sample report came back saying the oil was good for continued use."

After the third round of analysis, the oil was changed. Keller plans to continue with 15,000-mile analysis and filter changes and to continue to use the same oil for an interval of 50,000 miles.

"That's about five times longer than before," Keller said. "It's very good. Keller Grain is now convinced that AMSOIL is a superior product and that anybody can save money using AMSOIL products."

New Life for Dodge Ram

Preferred Customer Lyle Reinier from Mesa, Ariz. has been using AMSOIL products for four years with complete satisfaction. He said that when he started using them in his 2001 Dodge Ram they �changed the way it ran.�

Now Reinier drives a 2004 Dodge Ram. He uses AMSOIL Synthetic 5W-30 in the engine, AMSOIL Synthetic Universal Automatic Transmission Fluid in the transmission and 80W-140 Long Life Gear Lube.

�AMSOIL has given this truck life that it was hiding before,� said Reinier. Reinier said the Ram now pulls stronger and runs smoother than it did before. He made the switch to AMSOIL when the truck hit the 3,000-mile mark. �What comes as a surprise to me is that my Dodge dealer had no problem doing a complete drain and fill with AMSOIL,� said Reinier.

Reinier said the dealer removed all the Dodge transmission fluid and refilled the truck with AMSOIL ATF. �Within a mile or two I could feel the transmission was smoother and showed a difference in how it performed,� said Reinier.

Reinier also uses AMSOIL in his dirt bikes. He and his wife have been using AMSOIL 0W-40 Formula 4-Stroke since it was introduced. Within the last year, Reinier performed a big bore and a valve job on their bikes in search of more power.

�The insides of the cases, transmission gears and crank shafts were all like brand-new,� said Reinier.

Reinier said the cylinder walls of each bike still showed some cross hatching from the original bore. He also said the bikes run quieter, smoother and cooler than they did before the switch to AMSOIL. Both bikes have their original clutches and have logged over 4,000 trail miles.

Customer Discovers a Burning Desire For AMSOIL

Dealer Mark Licht of Andover, N.J., was on a follow-up visit at Jimmy's Service, Inc., of Hackettstown, N.J., when the integrity of AMSOIL ATF was put to a new, on-the-spot test.

Licht showed shop owner Jimmy Naranjo several pieces of literature on oil and ATF testing results. After listening to Licht talk about the benefits of AMSOIL ATF, Naranjo turned to him and said, "You're full of it."

Licht continued to explain all the features and benefits that AMSOIL ATF has to offer, but Naranjo interrupted and told him, "There is only one way to prove this ATF is any good."

Naranjo went to his shelf and opened two brands of transmission fluid he uses and poured some of each onto his metal workbench. The shop owner than poured some AMSOIL ATF next to the other two brands. "I had no idea what this guy was about to do," said Licht.

Naranjo then took out his torch and put the flame directly on the first brand of transmission fluid he commonly used. After about 30 seconds the little puddle of transmission fluid started smoking. Naranjo proceeded to the second brand he stocked in his service shop and repeated the process. After another 30 seconds, that brand of transmission fluid began smoking badly.

"Now it's AMSOIL's turn and I must admit I thought my fluid was going to smoke out just like the others with that direct flame," said Licht.

Naranjo held the flame on the AMSOIL ATF for over two and a half minutes and there was absolutely no smoke.

"He quickly turned to me and said he'd take a 30-gallon and a 55-gallon drum of the ATF," said Licht. "We couldn't believe our eyes!"

Now Jimmy's Service stocks the entire XL line of oils, all of the AMSOIL 25,000-mile oils, AMSOIL diesel oils and all of the AMSOIL diesel additives. The shop also carries AMSOIL filters, 2-cycle oils, Power Foam Engine Cleaner and Home Heating Fuel Extender.

CROSS COUNTRY TRIP PROVES AMSOIL PERFORMS

Owners of motorhomes, who often travel long distances, are particularly concerned with finding ways to save on fuel costs.

A Texas man discovered AMSOIL motor oils and lubricants lived up to all of his expectations in a journey from Texas to Alaska and back in 2004.

"I have a 1998 Dutch Star by Newmar 38-foot motorhome with a 300 horse power Cat engine," said Shelby Rash, Richardson, Texas. "I also tow a car behind." Throughout 2003, Rash averaged 7.1 miles per gallon. "I use AMSOIL products and believe in them," Rash said.

He took AMSOIL 15W-40 Heavy Duty Diesel and Marine Oil, an AMSOIL oil filter, Torque-Drive Synthetic Automatic Transmission Fluid, AMSOIL 75W-90 Synthetic Gear Lube, AMSOIL Universal Automatic Transmission Fluid, for power steering/hydraulics, and the AMSOIL Synthetic Multi-Purpose Grease to a shop in Dallas in January 2004.

"They installed AMSOIL in everything, including the grease fittings," Rash said. "I installed a new AMSOIL air filter and oiled the front wet axles myself. I filled up with diesel and added AMSOIL Cetane Boost and Diesel Fuel Additive to the tank, as well." Then Rash took his four-month, 11,000-mile trip.

"I used the two additives each time I filled," he said. "I also attended two RV rallies where I 'dry-camped with a generator' for a total of 10 days during this time." The only thing he did was change the oil filter during that time.

"I averaged 8.6 mpg since January 2004 for these 11,000 miles," Rash said. "This sure helped with the high fuel prices. Just by changing to AMSOIL I averaged 1.5 mpg better.

"Is AMSOIL worth a try? I think so."

Performance Oil Technology, L.L.C.
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