14 Fleet Maintenance | July 2018
“Today’s engine lubricants contain
better contaminant control properties
and are actually providing fuel economy
gains, all of which translates to
lower contaminants present in the
lube system,” says Jared Gwin, product
management and planning director for
Cummins Filtration. Known for their
Fleetguard brand of fi lter products,
Cummins Filtration is a wholly owned
subsidy of Cummins Inc.
“Th ere is also some evidence suggesting
that synthetic oils do not break down
as much under heat, which is a reason
why many OEMs are using synthetic
blends today,” Gwin adds.
With the increased efficiency of
synthetic engine oil blends, the concern
is no longer the fi lter’s ability to capture
soot and contaminants. Rather, it’s the
necessity for the fi lter and media to last
as long as, or longer, than the engine oil
before servicing.
“Filter manufacturers have responded
to evolving needs of OEMs with the
release of synthetic fi lter media formulations
that deliver higher effi ciency, lower
pressure drop and higher capacity,”
says Jason De Guelle, product manager,
engine liquid fi ltration for Donaldson
Filtration Solutions. Donaldson provides
a range of fi lter solutions for light, medium
and heavy duty vehicles.
In addition to filter media, the
construction of the entire fi lter has
changed. Features such as seamless steel
shells, spiral cores and vibration-resistant
gaskets have helped provide
extended engine protection, says Luberfi
ner’s Hussein.
With engine oil and fi ltration staying
on the vehicle longer, Donald Chilton,
director of product management at WIX
Filters, notes it’s important to also monitor
oil degradation. WIX Filters makes
fi lters for Class 1 through 8 on- and
off -highway vehicles.
“Th e modern engine is fairly clean
when it comes down to it, so there’s not
a lot of contamination that gets in there,”
Chilton explains. “As the oil starts to
break down, that’s where the contamination
and the capacity of the fi lter has
to increase.
“In the past, you may have a full cellulose
type media that would be able to
handle the 20,000 miles no problem.
Now you’re getting into the blended-synthetic
or full-synthetic type media to be
able to handle that 50,000- or 60,000-
mile change interval.”
When it comes to bypass versus full
fl ow fi ltration systems, fi lter suppliers
say full fl ow systems are the norm on
newer engines.
Bypass fi lters were designed to aid
in additional soot removal for older
engines. With the development of more
effi cient engines and implementation
of EPA GHG standards, bypass fi lters
» Modern air filters, such as the Donaldson PSD air cleaner series, offer improved
reliability and durability, reduced weight and cost and better serviceability.
Photo courtesy of Donaldson Filtration Solutions
There have been a number of updates to engine
oil maintenance practices in recent years,
especially due to the changes with the U.S.
EPA’s greenhouse gas emission requirements.
provide no added benefi t to modern
engine systems, according to Chilton.
“Especially with the ULSD and all the
diff erent emission control regulations
out there today for crank case ventilation,
DPF setups and all the things
going on in the Tier 4 and 5 engines,
bypass fi lters really don’t add any
benefi t anymore,” he says.
Optimizing change intervals
Traditionally, heavy duty trucks used
to require an engine oil change about
every 15,000 to 20,000 miles. With the
introduction of synthetic oils and fi lters
to address needs in improving fuel effi -
ciency, OEMs now recommend a 50 to 65
percent longer oil drain interval.
“Most of today’s Class 8 trucks
» Donaldson’s Clean, Protect, Polish
filtration process allows customers
with above-ground tanks to force fuel
suppliers to deliver fuel through high
efficiency filtration before accepting
delivery of out-of-spec product.
Photo courtesy of Donaldson Filtration Solutions
experience a normal duty cycle which
places them in a typical range of
30,000- to 45,000-mile oil drain intervals,”
says Cummins Filtration’s Gwin.
It is important to note, these intervals
are contingent on OEM service requirements
and the vehicle’s general operating
duty cycle. It is always important,
fi rst and foremost, to review recommended
OEM guidelines.
Continued Page 16
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