Air Filter Study
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Air Filter Study
Pretty interesting
http://www.duramax-diesel.com/spicer/index.htm
link has graph and pics
This report presents the results of an ISO 5011 test of several air filters designed for the GM Duramax Diesel. The test was independently performed under controlled conditions using a $285,000 machine at Testand Corp of Rhode Island (manufacturer of the machine). Arlen Spicer, a GM Duramax Diesel owner/enthusiast organized the test. Ken an employee of Testand offered to perform the tests at no charge. (These tests typically cost approx $1700.00 per filter). Ken, also a Diesel enthusiast and owner of a Ford Power Stroke Diesel, shared Arlen’s interest in performing an accurate unbiased test of different types and brands of diesel engine air filters. The filters used in the test were purchased retail and donated by Arlen and other individual Duramax Diesel owners. The detailed reports from the test have been compiled and are presented in the following pages. The final pages of this report present the interesting story how and why Arlen organized the test.
ISO 5011 Test:
The ISO 5011 Standard (formerly SAE J726) defines a precise filter test using precision measurements under controlled conditions. Temperature & humidity of the test dust and air used in the test are strictly monitored and controlled. As Arlen learned in attempting his own tests, there are many variables that can adversely affect filter test results. A small temperature change or a small change in humidity can cause the mass of a paper filter to change by several grams. To obtain an accurate measure of filter efficiency, it’s critical to know the EXACT amount of test dust being fed into the filter during the test. By following the ISO 5011 standard, a filter tested in Germany can be compared directly compared to another filter tested 5 years later in Rhode Island. The ISO 5011 filter test data for each filter is contained in two test reports; Capacity-Efficiency and Flow Restriction.
Capacity and Efficiency:
The Capacity and Efficiency test report presents the test results of feeding an initially clean filter with PTI Course Test Dust (dirt) at a constant rate and airflow. The course test dust has a specific distribution of particle sizes ranging from less than 2.5 microns to greater than 80 microns (see table below). Every filter is initially tested at 350 CFM and the Initial Restriction or differential pressure across the filter is recorded in IN-H20 (Inches of Water). The filter is then tested by feeding test dust at a nominal rate of 9.8 grams per minute with a constant airflow of 350 CFM. The test is continued until the flow restriction exceeds the Initial Restriction + 10 IN-H20. At this point the test is terminated and the amount dust passed through the filter - Accumulative Gain - is measured. Dirt passing through the filter is captured in the Test Station’s Post Filter. The exact amount of dirt passed is determined by measuring the before and after weight of the Post Filter. Similarly, the amount of dirt retained by the Filter under test - Accumulative Capacity – is measured by taking the difference between the before and after weights of the Filter. From these results the overall % Efficiency of the filter is calculated. This test also indicates how long a Filter will last before replacement is required (or cleaning for reusable filters).
Flow Restriction:
This report presents flow restriction of a clean filter resulting from an increasing airflow. The differential pressure restriction across the filter is reported in inches of water (IN H2O) versus Air Flow in cubic feet per minute CFM.
Data from these reports has been compiled and presented in the following bar graphs, Plots and data tables.
Filter Efficiency:
Filter efficiency is a measure of the filters overall ability to capture dirt.
Accumulative Capacity:
“Accumulative Capacity” is a measure of dirt holding/loading capacity before reaching the maximum restriction limit - Initial Restriction + 10 IN-H20.
Accumulative Gain:
"Accumulative Gain" is the total amount of dirt that passed through the filter during the test.
(Note: The Purolator was reported to have a seal malfunction during the test and passed more dirt than it would have with a good seal.)
Initial Restriction:
Initial Restriction is the Filter under test’s resistance to flow at 350 CFM.
Dirt Passed Versus Total Test Time
This graph shows each the duration of each filter’s test versus dirt passed (Accumulative Gain).
(Note: The Purolator was reported to have a seal malfunction during the test and passed more dirt than it would have with a good seal.)
In the chart above it’s important to note the different test durations for each filter. The AC Delco filter test ran for 60 minutes before exceeding the restriction limit while the AMSOIL and K&N tests each ran for 20 and 24 minutes respectively before reaching max restriction. In 60 minutes the AC Filter accumulated 574gms of dirt and passed only 0.4gms. After only 24 minutes the K&N had accumulated 221gms of dirt but passed 7.0gms. Compared to the AC, the K&N “plugged up” nearly 3 times faster, passed 18 times more dirt and captured 37% less dirt. See the data tables for a complete summary of these comparisons.
Dust Loading:
The dust loading curves show graphically how each filter responded to a constant 9.8 gms/min dust flow before reaching the maximum restriction limit.
It’s interesting to note the shape of these Dust Loading Curves. The AC and Baldwin filters each had near linear responses until reaching maximum restriction. Restriction for these filters increased at a constant rate versus the 9.8 gms/min dust feed rate. The other filters, most notably the oiled reusable types, had an exponential loading response before reaching maximum restriction. These filters had a lower initial restriction, but they became exponentially more restrictive under a constant flow of dirt. Also notice the length of the curves as it shows the relative test time for each filter (time to max restriction).
Restriction to Flow:
The Restriction to Flow curves graphically show how each “clean” filter responded to a steadily increasing flow of air up to 350 CFM.
The Flow Restriction response curves for each filter have the same basic shape. However, note how the AC Filter, which passed the smallest amount of dirt and had the highest dirt capacity and efficiency, also had the highest relative restriction to flow. The less efficient filters correspondingly had less restriction to flow. This illustrates the apparent trade-offs between optimizing a filter for dirt capturing ability and maximum airflow.
Test Data Tables:
Test Data Tables:
Test Data Tables:
Test Data Tables:
Test Data Tables:
Test Data Tables:
To be consistent with common industry practice all filters were tested using PTI Course Test Dust. Course dust is more commonly used since it will produce higher % efficiency numbers.
The Story behind the test:
First of all, many thanks to Arlen Spicer and Ken at Testand for organizing and facilitating the test. Arlen is a professional Firefighter who also operates a small tree service on the side. The tree service is the reason he owns a diesel truck. This study was the result of nearly a year of work by Arlen to get accurate independent data on air filters for the GM Duramax Diesel. Arlen originally set out to build his own Filter Test Stand so that he could perform accurate, repeatable and independent measurements on the various filters available for the Duramax. Arlen questioned the claims made by aftermarket filter manufacturers that their filters were superior to the conventional OEM style paper filters. After spending many months, hours and a considerable amount of his own money, he learned first hand how difficult it was to perform an accurate air filter test. He found it was difficult to maintain all the necessary controls to insure an accurate measurement. It was at this juncture that Arlen received a call from Ken at Testand offering to perform the ISO 5011 test free of charge. Ken found Arlen’s idea for an independent comparison study very interesting and offered to do the ISO 5011 testing using one of Testand’s industrial Filter Test Machines. Arlen posted the news in an internet forum and immediately the offers by forum members to purchase and send filters for the test started rolling in. Some members purchased and donated filters and others made contributions to cover the expenses and the cost of shipping the filters to Teststand. It was truly a team effort. The end result is the top quality data presented in this report. The following is a quote from a post in the forum.
(Arlen) SPICER wrote,
“Now that I am not doing the tests and my objectivity is not necessary, let me explain my motivation. The reason I started this crusade was that I was seeing people spend a lot of money on aftermarket filters based on the word of a salesperson or based on the misleading, incomplete or outright deceiving information printed on boxes and in sales literature. Gentlemen and Ladies, Marketing and the lure of profit is VERY POWERFUL! It is amazing how many people believe that better airflow = more power! Unless you have modifications out the wazoo, a more porous filter will just dirty your oil! Some will say " I have used aftermarket brand X for XXX # years with no problems. The PROBLEM is you spent a chunk of ching on a product that not only DID NOT increase your horsepower, but also let in a lot of dirt while doing it! Now how much is a lot? ANY MORE THAN NECESSARY is TOO MUCH!
Others are persuaded by the claims of aftermarket manufacturers that their filters filter dirt "better than any other filter on the market." Sounds very enticing. To small timers like you and me, spending $1500 to test a filter sounds like a lot. But if you were a filter manufacturer and you believed your filter could filter dirt better than any other media on the market, wouldn't you want to prove it? Guess what. Test your filter vs. the OE paper. It will cost you $3000 and for that price you will have the data that you can use in your advertisements. Your investment will be returned a thousand fold! EASIER than shooting fish in a barrel! So why don't these manufacturers do this? Hmmm? Probably not because they would feel guilty about taking more market share.
Now I am not saying that ALL aftermarket filters are useless. A paper filter does not do well if directly wetted or muddy. It may collapse. This is why many off-road filters are foam. It is a compromise between filtering efficiency and protection from a collapsed filter. Now how many of our trucks collapse their filters from mud and water? However, if a filter is using "better airflow" as their marketing tool, remember this....Does it flow better? At very high airflow volumes, probably. BUT, Our trucks CAN'T flow that much air unless super-modified, so what is the point? The stock filter will flow MORE THAN ENOUGH AIR to give you ALL THE HORSEPOWER the engine has to give. And this remains true until the filter is dirty enough to trip the air filter life indicator. At that point performance will decline somewhat. Replace the filter and get on with it.
Hopefully the results of this test will do 2 things. Shed some light on the misleading marketing claims of some aftermarket manufacturers and/or give us new insight on products already on the market that are superior to our OE filter. I stand for truth and will eat my words publicly if my statements prove wrong. I appreciate all of the help and support that you members have offered in this project. It would simply be impossible without your help. A huge thanks to Ken at Testand for his willingness to take on this project. I would be spinning my wheels from here to eternity without his help… SPICER”
Our thanks to Arlen and Ken for making the test happen and providing the valuable test results for the benefit of all.
Sept 2004
http://www.duramax-diesel.com/spicer/index.htm
link has graph and pics
This report presents the results of an ISO 5011 test of several air filters designed for the GM Duramax Diesel. The test was independently performed under controlled conditions using a $285,000 machine at Testand Corp of Rhode Island (manufacturer of the machine). Arlen Spicer, a GM Duramax Diesel owner/enthusiast organized the test. Ken an employee of Testand offered to perform the tests at no charge. (These tests typically cost approx $1700.00 per filter). Ken, also a Diesel enthusiast and owner of a Ford Power Stroke Diesel, shared Arlen’s interest in performing an accurate unbiased test of different types and brands of diesel engine air filters. The filters used in the test were purchased retail and donated by Arlen and other individual Duramax Diesel owners. The detailed reports from the test have been compiled and are presented in the following pages. The final pages of this report present the interesting story how and why Arlen organized the test.
ISO 5011 Test:
The ISO 5011 Standard (formerly SAE J726) defines a precise filter test using precision measurements under controlled conditions. Temperature & humidity of the test dust and air used in the test are strictly monitored and controlled. As Arlen learned in attempting his own tests, there are many variables that can adversely affect filter test results. A small temperature change or a small change in humidity can cause the mass of a paper filter to change by several grams. To obtain an accurate measure of filter efficiency, it’s critical to know the EXACT amount of test dust being fed into the filter during the test. By following the ISO 5011 standard, a filter tested in Germany can be compared directly compared to another filter tested 5 years later in Rhode Island. The ISO 5011 filter test data for each filter is contained in two test reports; Capacity-Efficiency and Flow Restriction.
Capacity and Efficiency:
The Capacity and Efficiency test report presents the test results of feeding an initially clean filter with PTI Course Test Dust (dirt) at a constant rate and airflow. The course test dust has a specific distribution of particle sizes ranging from less than 2.5 microns to greater than 80 microns (see table below). Every filter is initially tested at 350 CFM and the Initial Restriction or differential pressure across the filter is recorded in IN-H20 (Inches of Water). The filter is then tested by feeding test dust at a nominal rate of 9.8 grams per minute with a constant airflow of 350 CFM. The test is continued until the flow restriction exceeds the Initial Restriction + 10 IN-H20. At this point the test is terminated and the amount dust passed through the filter - Accumulative Gain - is measured. Dirt passing through the filter is captured in the Test Station’s Post Filter. The exact amount of dirt passed is determined by measuring the before and after weight of the Post Filter. Similarly, the amount of dirt retained by the Filter under test - Accumulative Capacity – is measured by taking the difference between the before and after weights of the Filter. From these results the overall % Efficiency of the filter is calculated. This test also indicates how long a Filter will last before replacement is required (or cleaning for reusable filters).
Flow Restriction:
This report presents flow restriction of a clean filter resulting from an increasing airflow. The differential pressure restriction across the filter is reported in inches of water (IN H2O) versus Air Flow in cubic feet per minute CFM.
Data from these reports has been compiled and presented in the following bar graphs, Plots and data tables.
Filter Efficiency:
Filter efficiency is a measure of the filters overall ability to capture dirt.
Accumulative Capacity:
“Accumulative Capacity” is a measure of dirt holding/loading capacity before reaching the maximum restriction limit - Initial Restriction + 10 IN-H20.
Accumulative Gain:
"Accumulative Gain" is the total amount of dirt that passed through the filter during the test.
(Note: The Purolator was reported to have a seal malfunction during the test and passed more dirt than it would have with a good seal.)
Initial Restriction:
Initial Restriction is the Filter under test’s resistance to flow at 350 CFM.
Dirt Passed Versus Total Test Time
This graph shows each the duration of each filter’s test versus dirt passed (Accumulative Gain).
(Note: The Purolator was reported to have a seal malfunction during the test and passed more dirt than it would have with a good seal.)
In the chart above it’s important to note the different test durations for each filter. The AC Delco filter test ran for 60 minutes before exceeding the restriction limit while the AMSOIL and K&N tests each ran for 20 and 24 minutes respectively before reaching max restriction. In 60 minutes the AC Filter accumulated 574gms of dirt and passed only 0.4gms. After only 24 minutes the K&N had accumulated 221gms of dirt but passed 7.0gms. Compared to the AC, the K&N “plugged up” nearly 3 times faster, passed 18 times more dirt and captured 37% less dirt. See the data tables for a complete summary of these comparisons.
Dust Loading:
The dust loading curves show graphically how each filter responded to a constant 9.8 gms/min dust flow before reaching the maximum restriction limit.
It’s interesting to note the shape of these Dust Loading Curves. The AC and Baldwin filters each had near linear responses until reaching maximum restriction. Restriction for these filters increased at a constant rate versus the 9.8 gms/min dust feed rate. The other filters, most notably the oiled reusable types, had an exponential loading response before reaching maximum restriction. These filters had a lower initial restriction, but they became exponentially more restrictive under a constant flow of dirt. Also notice the length of the curves as it shows the relative test time for each filter (time to max restriction).
Restriction to Flow:
The Restriction to Flow curves graphically show how each “clean” filter responded to a steadily increasing flow of air up to 350 CFM.
The Flow Restriction response curves for each filter have the same basic shape. However, note how the AC Filter, which passed the smallest amount of dirt and had the highest dirt capacity and efficiency, also had the highest relative restriction to flow. The less efficient filters correspondingly had less restriction to flow. This illustrates the apparent trade-offs between optimizing a filter for dirt capturing ability and maximum airflow.
Test Data Tables:
Test Data Tables:
Test Data Tables:
Test Data Tables:
Test Data Tables:
Test Data Tables:
To be consistent with common industry practice all filters were tested using PTI Course Test Dust. Course dust is more commonly used since it will produce higher % efficiency numbers.
The Story behind the test:
First of all, many thanks to Arlen Spicer and Ken at Testand for organizing and facilitating the test. Arlen is a professional Firefighter who also operates a small tree service on the side. The tree service is the reason he owns a diesel truck. This study was the result of nearly a year of work by Arlen to get accurate independent data on air filters for the GM Duramax Diesel. Arlen originally set out to build his own Filter Test Stand so that he could perform accurate, repeatable and independent measurements on the various filters available for the Duramax. Arlen questioned the claims made by aftermarket filter manufacturers that their filters were superior to the conventional OEM style paper filters. After spending many months, hours and a considerable amount of his own money, he learned first hand how difficult it was to perform an accurate air filter test. He found it was difficult to maintain all the necessary controls to insure an accurate measurement. It was at this juncture that Arlen received a call from Ken at Testand offering to perform the ISO 5011 test free of charge. Ken found Arlen’s idea for an independent comparison study very interesting and offered to do the ISO 5011 testing using one of Testand’s industrial Filter Test Machines. Arlen posted the news in an internet forum and immediately the offers by forum members to purchase and send filters for the test started rolling in. Some members purchased and donated filters and others made contributions to cover the expenses and the cost of shipping the filters to Teststand. It was truly a team effort. The end result is the top quality data presented in this report. The following is a quote from a post in the forum.
(Arlen) SPICER wrote,
“Now that I am not doing the tests and my objectivity is not necessary, let me explain my motivation. The reason I started this crusade was that I was seeing people spend a lot of money on aftermarket filters based on the word of a salesperson or based on the misleading, incomplete or outright deceiving information printed on boxes and in sales literature. Gentlemen and Ladies, Marketing and the lure of profit is VERY POWERFUL! It is amazing how many people believe that better airflow = more power! Unless you have modifications out the wazoo, a more porous filter will just dirty your oil! Some will say " I have used aftermarket brand X for XXX # years with no problems. The PROBLEM is you spent a chunk of ching on a product that not only DID NOT increase your horsepower, but also let in a lot of dirt while doing it! Now how much is a lot? ANY MORE THAN NECESSARY is TOO MUCH!
Others are persuaded by the claims of aftermarket manufacturers that their filters filter dirt "better than any other filter on the market." Sounds very enticing. To small timers like you and me, spending $1500 to test a filter sounds like a lot. But if you were a filter manufacturer and you believed your filter could filter dirt better than any other media on the market, wouldn't you want to prove it? Guess what. Test your filter vs. the OE paper. It will cost you $3000 and for that price you will have the data that you can use in your advertisements. Your investment will be returned a thousand fold! EASIER than shooting fish in a barrel! So why don't these manufacturers do this? Hmmm? Probably not because they would feel guilty about taking more market share.
Now I am not saying that ALL aftermarket filters are useless. A paper filter does not do well if directly wetted or muddy. It may collapse. This is why many off-road filters are foam. It is a compromise between filtering efficiency and protection from a collapsed filter. Now how many of our trucks collapse their filters from mud and water? However, if a filter is using "better airflow" as their marketing tool, remember this....Does it flow better? At very high airflow volumes, probably. BUT, Our trucks CAN'T flow that much air unless super-modified, so what is the point? The stock filter will flow MORE THAN ENOUGH AIR to give you ALL THE HORSEPOWER the engine has to give. And this remains true until the filter is dirty enough to trip the air filter life indicator. At that point performance will decline somewhat. Replace the filter and get on with it.
Hopefully the results of this test will do 2 things. Shed some light on the misleading marketing claims of some aftermarket manufacturers and/or give us new insight on products already on the market that are superior to our OE filter. I stand for truth and will eat my words publicly if my statements prove wrong. I appreciate all of the help and support that you members have offered in this project. It would simply be impossible without your help. A huge thanks to Ken at Testand for his willingness to take on this project. I would be spinning my wheels from here to eternity without his help… SPICER”
Our thanks to Arlen and Ken for making the test happen and providing the valuable test results for the benefit of all.
Sept 2004
Banned
Joined: Jul 2006
Posts: 110
Likes: 0
From: Great State of Idaho
Great thread usmc5593. I had just posted to thread, "air filter" this morning about this same subject. Basically said the same thing. But your thread is backed by science, not junk talk. It may be from 2004 but absolutely still applies today, maybe more so with companies getting more greedy all the time.
Banned
Joined: Jul 2006
Posts: 110
Likes: 0
From: Great State of Idaho
AFE, K&N, smary jr., dyno, aero
So ah64id and I schedule our trucks to be compared on the dyno. Our trucks are virtually identical with the exception of the air. I, having the AFE intake and pro guard 7 filter, and he having a stock setup with the exception of a K&N drop in. The K&N drop in is obviously the same size as the oem filters, just flows more air. The AFE setup having the ability to move a lot of air due to it's large surface area.
I already knew that Smarty Jr. was laying down 400+hp and 800+tq. in my truck. I thought, when we compared the two trucks side by side, the ability to move air would separate us. To my surprise, the two trucks made virtually identical power (43X hp/80X tq).
As it turned out, the ability to move air was not a restricting factor at our increased power level. I firmly believe that if the oem filter would have been run on his truck, the results would have been the same. This was a huge eye opener for me.
I, like a lot of others, thought I had to put the best air system on my truck. Assuming, as the manufactures say, that it will increase HP, MPG, lower EGTs etc. As it turned out for me, the $500 only bought me the really cool sound of the turbo...no performance benefits at all.
Not badmouthing AFE because I think it is a quality setup, but it really is designed to support a truck that is making huge power needing massive air flow. Now is AFE going to communicate this to the diesel public? No, because they want guys lilke us (who don't know any better) to buy their product. If they had to rely on guys making huge power to buy their product, they would go out of business because those guys are the minority. Average guys like me don't have the ***** to do that to our trucks. Or should I say a bottomless bank account to fix all the broken parts.
As far as filtration goes, I believe the AFE pro guard 7 is right up there. I have had the air track off three times since I installed it and it is absolutely spotless. No film at all in the track. I've read other posts besides yours that question K&N's ability to filter at a high level. I can't say because I've never used one. Which leads back to my original point: Unless you are making seriously big power (600/1200+/-), aftermarket filters are a waste of money and worse, may not filter to your oem specs. Do I regret spending the money on the AFE, not really. But if I knew then what I know now, I probably would save my money and stay with the stock setup.
As for exhaust mods: I ran straight pipe (cat back) for a while. Loved the sound but the drone (while towing) at around 1500 rpm would drive you out of the cab. Couldn't live with it so I put on an Aero 4040XL and absolutely love it. Still has nice sound although not as nice as straight. It really got the drone under control while towing.
Do you really want to kill your cat? This is a very expensive item should you ever have to buy another one (I assume you will keep it around). Not to mention the possible fine. The cat won't hinder your exhaust especially with the Aero install. You will like the sound, have plenty of exhaust flow, and won't even know the cat is still there unless you crawl under to look at it.
Registered User
Joined: Nov 2004
Posts: 5,680
Likes: 2
From: McKinney, TX
............................As far as filtration goes, I believe the AFE pro guard 7 is right up there. I have had the air track off three times since I installed it and it is absolutely spotless. No film at all in the track. I've read other posts besides yours that question K&N's ability to filter at a high level. I can't say because I've never used one. Which leads back to my original point: Unless you are making seriously big power (600/1200+/-), aftermarket filters are a waste of money and worse, may not filter to your oem specs. Do I regret spending the money on the AFE, not really. But if I knew then what I know now, I probably would save my money and stay with the stock setup.
.................................
.................................
I have an AFE Stage 2, pro-guard 7.
I was just going to comment that on my oil analysis' on my truck my stock filter consistently showed 8 ppm of silicon (dirt/sand) in the oil. Since adding the AFE that number has consistently been 4ppm.........fwiw.
I agree that it didn't help add power,,,,,particularly on a stock truck or lightly modded truck and perhaps not even on a highly modded one. It does sound cool though.
..
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Joined: May 2002
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Likes: 207
This is an old study and many of the most popular filters out there are not on that list. The thing to keep in mind is that you don't purchase an intake system hoping to net more HP out of it. The reason you get one is for better flow and lower EGT's.
Another thing to keep in mind is that more flow means less filtration at some point. You can't have both maximum filtration and maximum air flow at the same time, though we certainly would like to.
If you drive in really fine dusty conditions then you need a filter like the PG7 from AFE. It filters better than most because it has more layers of material to work with.
If you drive mostly all highway or city miles in an area with little dust then a filter that flows more like the Pro-Dry 5 layer will work just fine for you. Like everything else it all depends on your individual circumstances and how you use your truck.
Now there are other filters out there that I did not mention simply because I used the AFE brand as an example here. You can find great deals on all kinds of intakes if you first know what your goals are.
Another thing to keep in mind is that more flow means less filtration at some point. You can't have both maximum filtration and maximum air flow at the same time, though we certainly would like to.
If you drive in really fine dusty conditions then you need a filter like the PG7 from AFE. It filters better than most because it has more layers of material to work with.
If you drive mostly all highway or city miles in an area with little dust then a filter that flows more like the Pro-Dry 5 layer will work just fine for you. Like everything else it all depends on your individual circumstances and how you use your truck.
Now there are other filters out there that I did not mention simply because I used the AFE brand as an example here. You can find great deals on all kinds of intakes if you first know what your goals are.
Registered User
Joined: Jun 2007
Posts: 89
Likes: 0
From: Bothell, Wa
Isn't one of the indicators of 'bad' filtration more silicon in your UOA? When I went from Mopar to Fleetguard to NAPA to AmsOil air filters I haven't been seeing any significant changes in silicon.
When the article mentioned "...dirtier oil..." I'd be interested to know what other elements would show up in the UOA that would indicate a bad air filter. I did notice the snappier throttle response once the OEM filter was replaced.
When the article mentioned "...dirtier oil..." I'd be interested to know what other elements would show up in the UOA that would indicate a bad air filter. I did notice the snappier throttle response once the OEM filter was replaced.
Thread Starter
Registered User
Joined: Jun 2009
Posts: 34
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From: South Texas
Man, do you ever sleep? The story I had for you actually involves the AFE intake and filter. It started with a problem I was having with my Smarty Jr. last year. It's a long thread but good reading if you are interested: "Smarty Jr. owners-please read."
So ah64id and I schedule our trucks to be compared on the dyno. Our trucks are virtually identical with the exception of the air. I, having the AFE intake and pro guard 7 filter, and he having a stock setup with the exception of a K&N drop in. The K&N drop in is obviously the same size as the oem filters, just flows more air. The AFE setup having the ability to move a lot of air due to it's large surface area.
I already knew that Smarty Jr. was laying down 400+hp and 800+tq. in my truck. I thought, when we compared the two trucks side by side, the ability to move air would separate us. To my surprise, the two trucks made virtually identical power (43X hp/80X tq).
As it turned out, the ability to move air was not a restricting factor at our increased power level. I firmly believe that if the oem filter would have been run on his truck, the results would have been the same. This was a huge eye opener for me.
I, like a lot of others, thought I had to put the best air system on my truck. Assuming, as the manufactures say, that it will increase HP, MPG, lower EGTs etc. As it turned out for me, the $500 only bought me the really cool sound of the turbo...no performance benefits at all.
Not badmouthing AFE because I think it is a quality setup, but it really is designed to support a truck that is making huge power needing massive air flow. Now is AFE going to communicate this to the diesel public? No, because they want guys lilke us (who don't know any better) to buy their product. If they had to rely on guys making huge power to buy their product, they would go out of business because those guys are the minority. Average guys like me don't have the ***** to do that to our trucks. Or should I say a bottomless bank account to fix all the broken parts.
As far as filtration goes, I believe the AFE pro guard 7 is right up there. I have had the air track off three times since I installed it and it is absolutely spotless. No film at all in the track. I've read other posts besides yours that question K&N's ability to filter at a high level. I can't say because I've never used one. Which leads back to my original point: Unless you are making seriously big power (600/1200+/-), aftermarket filters are a waste of money and worse, may not filter to your oem specs. Do I regret spending the money on the AFE, not really. But if I knew then what I know now, I probably would save my money and stay with the stock setup.
As for exhaust mods: I ran straight pipe (cat back) for a while. Loved the sound but the drone (while towing) at around 1500 rpm would drive you out of the cab. Couldn't live with it so I put on an Aero 4040XL and absolutely love it. Still has nice sound although not as nice as straight. It really got the drone under control while towing.
Do you really want to kill your cat? This is a very expensive item should you ever have to buy another one (I assume you will keep it around). Not to mention the possible fine. The cat won't hinder your exhaust especially with the Aero install. You will like the sound, have plenty of exhaust flow, and won't even know the cat is still there unless you crawl under to look at it.
So ah64id and I schedule our trucks to be compared on the dyno. Our trucks are virtually identical with the exception of the air. I, having the AFE intake and pro guard 7 filter, and he having a stock setup with the exception of a K&N drop in. The K&N drop in is obviously the same size as the oem filters, just flows more air. The AFE setup having the ability to move a lot of air due to it's large surface area.
I already knew that Smarty Jr. was laying down 400+hp and 800+tq. in my truck. I thought, when we compared the two trucks side by side, the ability to move air would separate us. To my surprise, the two trucks made virtually identical power (43X hp/80X tq).
As it turned out, the ability to move air was not a restricting factor at our increased power level. I firmly believe that if the oem filter would have been run on his truck, the results would have been the same. This was a huge eye opener for me.
I, like a lot of others, thought I had to put the best air system on my truck. Assuming, as the manufactures say, that it will increase HP, MPG, lower EGTs etc. As it turned out for me, the $500 only bought me the really cool sound of the turbo...no performance benefits at all.
Not badmouthing AFE because I think it is a quality setup, but it really is designed to support a truck that is making huge power needing massive air flow. Now is AFE going to communicate this to the diesel public? No, because they want guys lilke us (who don't know any better) to buy their product. If they had to rely on guys making huge power to buy their product, they would go out of business because those guys are the minority. Average guys like me don't have the ***** to do that to our trucks. Or should I say a bottomless bank account to fix all the broken parts.
As far as filtration goes, I believe the AFE pro guard 7 is right up there. I have had the air track off three times since I installed it and it is absolutely spotless. No film at all in the track. I've read other posts besides yours that question K&N's ability to filter at a high level. I can't say because I've never used one. Which leads back to my original point: Unless you are making seriously big power (600/1200+/-), aftermarket filters are a waste of money and worse, may not filter to your oem specs. Do I regret spending the money on the AFE, not really. But if I knew then what I know now, I probably would save my money and stay with the stock setup.
As for exhaust mods: I ran straight pipe (cat back) for a while. Loved the sound but the drone (while towing) at around 1500 rpm would drive you out of the cab. Couldn't live with it so I put on an Aero 4040XL and absolutely love it. Still has nice sound although not as nice as straight. It really got the drone under control while towing.
Do you really want to kill your cat? This is a very expensive item should you ever have to buy another one (I assume you will keep it around). Not to mention the possible fine. The cat won't hinder your exhaust especially with the Aero install. You will like the sound, have plenty of exhaust flow, and won't even know the cat is still there unless you crawl under to look at it.
lol I am a Police Officer and I work graveyards so I am up at odd hours with very odd people, lol
Thread Starter
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Joined: Jun 2009
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From: South Texas
I will keep my cat just in case. I guess my problem is that there is so much speculation around that is used as fact about how to make horse power and mileage. It is hard to know what to do.
I am going with a cool hose to get a little more flow from the stock box (and sound), since I am letting in more air I figured I'd get rid of the cat and put the aero 4040xl on.
What is your take on the afe dryflow? After buying it I heard that it lets to much dust in the air system....
Also why do u say to keep the cat on? For legal reasons and no noticable improvement?
Thanks in advance
I am going with a cool hose to get a little more flow from the stock box (and sound), since I am letting in more air I figured I'd get rid of the cat and put the aero 4040xl on.
What is your take on the afe dryflow? After buying it I heard that it lets to much dust in the air system....
Also why do u say to keep the cat on? For legal reasons and no noticable improvement?
Thanks in advance
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Joined: Dec 2005
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From: Big Spring (now Stephenville), Tx
And usmc5593 your comment about the AFE dry filter is true, I have it and have noticed fine dirt floating inside after blowing on the outside.
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Joined: Apr 2008
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From: Flagstaff, AZ
Info like this is what drove me to the volant powercore intake with the donaldson filter media (similar to the Ford and Chevy OEM filters). I wanted an intake, but didn't want to risk the motor inhaling dirt or have to deal with oiled filters.
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Joined: Oct 2008
Posts: 526
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From: Alabama
i ran a k&n air filter for a few hundred miles on my truck. I removed it & went back to the fleetguard filter after i started reading the posts on these forums about how bad it filters out the dust & dirt....
i definitely did notice that my truck was more responsive on the throttle when the k&n filter was installed, but i don't think a few horsepower is worth getting dirt in the engine....
does anybody recommend the afe stock replacement filters. do they provide any difference in air flow or performance? http://www.genosgarage.com/prodinfo....r=AFE-73-80011
i definitely did notice that my truck was more responsive on the throttle when the k&n filter was installed, but i don't think a few horsepower is worth getting dirt in the engine....
does anybody recommend the afe stock replacement filters. do they provide any difference in air flow or performance? http://www.genosgarage.com/prodinfo....r=AFE-73-80011