Nevermind.....


I do fluid exchanges and they are great. I would recommend them to anybody.

 

Do what ever makes you feel warm and fuzzy.

 

And another one that doesn't understand bypass filtration....

So any of you automotive Einsteins care to offer your vast knowledge on the subject of the efficiency of the stock filter yet? Or why the design changed from the old "open" to the new "closed" style?

Hint: somebody touched closely in reference to the comment about my 727 filter, but missed the point.

 

Quote:
And another one that doesn't understand bypass filtration....

Really not much to understand. 2% filter of cooler flow still gives 98% through the cooler and lube circuit. More than enough flow to plug a cooler under converter failure conditions. What about the routine particles of clutch material, thrust washers, and metal filings. You actually want to run the trash through the oil pump and valving in valve body before you filter? I'm not familiar wth every tranny out there, but all that I recall are prefiltering in front of pump. There is a limitation on how much restriction you can have in front of a oil pump, hence cloth, metal or fiber screen.

 

Cooler return flow is used for trans drive train cooling and the clutch pack fluid exhausts to the pan. The stock filter is in the pan, the pump draws the fluid to make pressure thru the stock filter from the pan. How do YOU think the contaminants get filtered? It ain't rocket science.


Well, 2% of the already filtered fluid and you expect this to replace normal service? I don't know of a bypass system that reccomends NOT changing the primary filter at reccomended times. Maybe we have different ideas of what filtration is meant to be?



I don't need to wonder as I have seen the results too many times. Ever wonder what not changing the primary filter on schedule does to to the trans when the fluid supply is restricted due to dirty filter? Wonder what that does for your filtration ideas let alone cooling?

The Ally has had the same filter on it for years and there is a good reason for it. Too much slip in the TC due to built in slip requiremnts for the trans and emissions. The 3 pinion 6 speed transmissions area different animal than the 48RE. Instead of engineering the correct operation the easy route was taken and the TC is a wear item.


Sorry, it ain't gonna make the trans happier. Know that for a fact so the rest of your response is about as meaningful as this one. If it makes you feel good then thats what counts. If you don't want constructive analysis then don't post. The world is full of snake oil and placebo mods and most of are gonna call you on the techinical points cuz we been there and done that before.

 

What makes you think this plumbing produces ANY added restriction in front of the pump?

 

Where did I recommend to not change the primary filter? At least I can spell recommend!
That's why I prefer to catch most of it in a bypass. And alot more of it than the stock screen, uh, I mean "filter(?)" at least that's what they call it. That way there's no clogging issues to worry about and clean oil flowing in the trans all the time. Sorry you don't get it.
You mean like 5" exhaust tips?

 

I left my stock setup in, because it has proven effective for me on past trucks. My current 2005 is rarely unloaded and I have nearly 400k on the stock transmission. I did add a better throttle body at 100k to prevent clutch slippage. My trans temps from unloaded to loaded vary a little, but nothing I am concerned with. Mopar filters and cooler seem to be working. Also, I use an oil additive for Muscle. A little sediment every fluid change.

 

I thought heat was the killer.

 

"I think the real benefit is being able to do at least a couple drain-refill services without having to worry about the internal filter" Really? Is that what you didn't say?

Get the bypass filter out of your ear, I'm gonna say it again THAT FILTER WILL NEVER SEE THE BULK OF THE CONTAMINANTS due to the path of the fluid thru the trans. The primary filter will do the bulk of the filtering because that what is designed to do.

Go get a manual and study it. Maybe you will GET it.

 

Evidently what I said and what you read were two different things. I'll still be changing the the stock filter, just not at the recommended intervals, because my system is not stock, so that's not the requirement any longer. You don't understand that, OK, no biggie. I wouldn't expect you to.
Actually, it's a bypass circuit in the cooler lines, not my ear. So If contaminant in the oil doesn't flow through the cooler lines, then where does it go? Now I'm really confused. Does it all get stopped in that highly efficient, modern design stock filter? Wow, that's interesting...

 

Contrary, what he said and what YOU read are two different things. He is saying that REGULAR service would still be required. That includes filter changes, and fluid. Nothing wrong with some constructive criticism, but is critiquing him on his spelling really beneficial to anyone? Seriously, he added a second "C". That could have been as simple as oops my finger slipped and hit the "C" button twice. Good thing we got that figured out though

As far as hoping for it to filter the bulk of the contaminants? Someone already said 2% or so is probably bypassed, if this is the case then we're only going to filter 2% of the "bulk" contaminant. Or do we have a magical way to make the large contaminants to divert into the bypass filter?

 

Gentleman, if I may add my $.02, you cant beat factory engineering. If there was a better or cheaper way of filtering the fliud, you can bet the factory would have started using it. I have worked in the various areas of the trans business for almost 20 years and in my opinion NOTHING beats regular maintanace. Change the fliud and filter regularly and keep the trans cool and it will give long service life. The 48RE really is a good trans, it is based on the old 727 which is a very proven design. Most of your trans faliures are the result of converter problems (slipping the conveter clutch) which contaminates the fluid and damages internal components.

 

By the way, it would not take more than fleck of anything to block off the .025 inch orfice feeding the bypass to plug and then it is completelly useless. Of course that will never happen cause the MAIN filter will catch it or the magnet will pull out of suspension. Chalk one for MAIN filter, zero for bypass.
OH, I forget. A .025 or larger chunk of whatever will lock the precision pump and then you ar dead on road. Chalk two for MAIN filter and double zero for bypass. Need I go on!!!!!
Orginally in the dark ages of very early 60's there was a metal screen on VB and a full flow filter in the cooler circuit. When the cloth type filter was developed the external filter quickly disappeared. Guess that settles the filter placement. It was only filter until a cooler filter was reintroduced probablly to help protect the cooler bypass theromstat and to chatch anything that might come form the converter. Again that filter is a full flow.

 

That would be false under this setup. The "regular" service schedule will include the initial stock filter change (done), now followed by 2-3 drain/refills until either the bypass stops flowing, or the the pan gets dropped for a stock filter change on the 3rd cycle or so. TBD. Ever wonder why so many people just do drain/refills or flushes? Even the dealers? Or did that practice completely escape your awareness? Not saying that's a really good idea, to the exclusion of ever going in to get the stock screen replaced. You realize of course, in terms of filtering capability, that's all it really is - a screen, right? I do believe the stock filter needs changed periodically, just not at every 25 or 30 thousand miles service. Evidently there's many others doing that practice as well - including the dealers!
No, what we have here is people that don't understand bypass filtration. That's fine, let's move on. The bypass is rated to get down to around 15um. It gets the small stuff that never even slows down going through the stock filter. Again, I'll ask: Does anyone here care offer the spec for the stock filter's rated efficiency?
Exactly. That's why even with the updated filter media in the closed filter design, it remains an old design that is relatively inefficient by modern standards and does not do as well as it should or could. That's why especially under severe service, this trans requires so much more frequent service. Heck, in most cases the stock system is just fine and should get you out of warranty with literally no service at all. I just plan on keeping mine a little longer than that. Without any premature failures.
You do of course, realize what size .025" is, right? How large do you think the particulate debris in the trans oil "normally" is? How large a particle to you think the stock filter catches? Tell us then, to back up whatever point it is you are trying to make.
You may go on all you like talking about large chunks of debris killing trannys. That's not what I'm talking about. I'm talking about adding finer filtration to the system to reduce long term wear. You go right on talking about whatever it is you are talking about. Maybe you should start a new thread, because that's not the subject here.