Alot of people missing the point here. Filters are to be reguarly changed. Based in the fuel quality. Additional pre filter system in line with nit reducing the flow rate per hour. Which was proved in this test. Bottom line its cheaper to change fuel filters and pre filters fitted at regular intervals. Than changing expensive fuel pumps and injectors.... as previously ststed make your choice
I had an excellent conversation 3yrs ago with Diesel Care and fitted the 2 micron post filter to my 2017 Ranger 3.2. It has been excellent and no flow / restriction problems. Made perfect sense to go with the finer post filter. Great sales service & advice. Great peace of mind. PP
Some diesel specialists suggest adding extra filters can restrict the flow and can cause cavitation at the injectors, which can reduce cooling and lubrication of the injectors and increase wear
Thank you so much for putting out this video with irrefutable facts and figures. I was about to embark on a rudimentary, inaccurate backyard experiment to clear the very doubts that you did for me. Now with total peace of mind I will definitely go with a 10 micron pre filter and 2 micron secondary filter. Thanks once again. No more tossing and turning in bed spending sleepless nights worrying how to protect my injection pump and injectors ! 😂👌👍👏🙏
Nice demo but: to make this test more relevant I would like to see this test repeated with filters with 15000km 20000km once the filters get a bit of typical use (not brand new).
Hi Adam, Thanks for your feedback, you are correct with your thinking but please keep in mind testing at the 15,000 and 20,000km would not be accurate as there are too many variables depending on the quality of fuel you are putting through your system. You only need to get one batch of contaminated fuel… this could happen in the first 5km of driving it would block the filter but would be preventing damage to the fuel injection system.The finer filters will block up more quickly after typical use because they will catch particles down to 2 mic. And this is exactly what we are trying to achieve. Catch these particles before they go through the pump and injectors, even if it means a few more filter changes. Any particles 3mic or larger can do damage to pump and injectors. If the 2mic filter was the only filter in the system it would block up quicker than a factory 8mic filter for example. This is why we recommend fitting it as a secondary filter. The fuel will flow through the first filter trapping all particles down to 8mic leaving only 2mic to 7mic particles to be collected in the secondary filter. This way the secondary filter will have a fairly long life if the vehicle is only exposed to normal clean diesel. However just 1 tank of bad fuel can block both filters, causing low power, filter warning lights and/or codes relating to rail pressure etc. If the driver stops straight away and carries out the required repairs, eg filter change and maybe clean out tank and lines, it is most probable that no further damage has occurred. In short it is better to go secondary filter system, change the filters a bit more often and end up with much lower repair bills.
Thanks for that clarification. I have fitted the Diesel Care 2 Micron secondary kit on my MN Triton and was wondering if a 5 micron filter could be fitted? Wouldn't that be much better than the single factory 8-10 micron without dirtying as quickly. Just a thought..
Yes you can replace the 2Mic with a 5Mic and it will have slightly longer service life however it will also allow particles of 3 and 4mic to pass through into your injection system.The ultimate protection is the 2mic and to change it at slightly shorter service intervals.Happy motoring
Hi guys. Just found your great information here today as i was thinking about all this myself. Getting one of the last 200 series VX in April 21 and was wondering if you can or should run a two filter system both with the alarm system hooked up. Looking for protection from out back contaminated fuel with water or dirt etc. Your utube shows to me that it can be done but ofcourse it would have to be done as a pist setup so toyota doesnt have problems with it etc. The other thing im interested in finding out is just how long does water take to get into the motor which you've filled the tanks with the problem fuel. Would the three filter alarm system going off give you time to quickly turn the motor off before its causing any major issues. Besides having to drain the whole system etc. Im yet to find out just how quick this happens once you pull out from the fuel station but it doesn't seem to take long at all. But great to hear what your thoughts or ideas on this issue. Cheers Kiwi Steve...
@@stevegroom2063 Ask many sources and make up your own mind. My advice based on actually ordering and using LC with secondary filters says to do just that - 2ndry. So it doesn't interfere with the LC primary system which is excellent. Satisfy yourself. The instant water enters your filter you'll be told by the dash light.
What do you recommend for additional filtration on an injector pump type diesel engine? I've had a 9 micron in line filter installed after my oem primer pump and filter assembly. Unsure if it does anything. Skeptical about smaller micron filter. What are your advice?
It can be installed on a prado 120 with a 5L E engine (naturally aspired Fuel)? Another question, How much it will prolong the lifespam of my OEM filter and at wich milleage the filters should be replaced? Thanks for the video, very informative and helpful
The Primary (Pre) Filter - 30 microns is plumbed before your factory fuel filter. Rated at 30 microns and prolongs the service life of your factory filter cartridge. The Secondary (Final) Filter - 2 and 5 microns Is plumbed after your factory filter as a last line of defence the secondary filter in both 2 micron and 5 microns for V8 applications will effectively remove any water or contaminants that make it past your factory filter. Please see more information on our website www.dieselcare.com.au/service/filtration-systems/#which-kit
This test is pretty pointless as it's using pristine filters with no restrictions from usage. These systems are designed for worse case not best case, ie what is happening in the filtration system just prior to the service interval of 15,000kms? A 30 micron pre filter over time becomes clogged and at time of service it's more likely to be filtering at 7-8 microns, so what happens to that 2 micron filter after 15,000kms and how does it effect fuel flow then and more importantly how much stress is it placing on the fuel pump. Further more just because the fuel flow is still being maintained that does not equal not adding stress to the system and deteriorating the fuel pump by making it work harder to achieve the same flow rate. Also bypassing the factory low fuel flow sensor by having the 2 micron filter post the OEM one means a clogged filter won't be picked up by the system and can lead to damage. This behaviour is called Filter Capacity and according to Catepillar (and even Clarcor) is expressed in a plot of "Delta Pressure" across the filter vs the mass of contaminants in the fluid. When filters reach capacity, the filters begin to clog and systems are designed with a warning signal to indicate to the operator that the filter is clogged. The warning signal operates by measuring the pressure difference across the filter. The scientific research conducted concluded that for small diesel engines a 7 micron filter was most suitable, and it reflected in most engine operation and maintenance manuals. A lot of testing beyond efficiency comes into play such as collapse testing, and flow fatigue testing. You cannot measure a successful system by cherry picking one aspect of it.
Thanks for your comments. Diesel care fully understands that consumers have varying options when it comes to protecting the fuel system in there modern common rail diesel engine, and that is why we have always offered both 30 Micron Pre-filter kit and 2 micron secondary filter Kit and leave it up to the customer to decide on the level of protection they require. Diesel care Australia have over 40 years experience in the Repair of Diesel fuel injection systems, we are also the original designer and manufacturer of these kits and have done extensive research and testing and have a very good understanding of both the common rail fuel system and the effects that our filter has on them. We also have extensive knowledge of what contaminated fuel does to our customers fuel system and how costly and inconvenient this can be, hence why we developed these kits in the first place. We strongly recommend and promote the use of an extra fuel filter on common rail diesels. A primary 30 micron kit will considerably enhance the filtering system, but if you want the best protection for your vehicle then a 2 micron secondary kit is the only option. Filter design is a very complex issue which is too involved to cover here, BUT basically a 2 mic filter can flow the same fuel as a 30 micron filter, HOWEVER it will block up quicker. This is a GOOD thing as the particles that are blocking this filter have not traveled through to your expensive pump and injectors. THIS is exactly what we are trying to achieve. How do we overcome this? Change the filter at a more frequent intervals. That way we are throwing the contaminates in the bin, Not your pump and injectors. Remember a secondary filter is plumbed after the factory filter, the fuel passes through the factory filter first and if it is doing its job then it should remove all particles down to 8 micron [ if it is a 8 micron filter] leaving only the 2 to 8 micron particles to be collected by our secondary filter, therefore not blocking it as quick as most perceive. Also note that in a secondary filter set up almost all of the contaminates will be caught in the factory filter which is where the contamination sensor is, and as far as we are aware it is only Toyota models that have the restriction sensor. Most other vehicles only have a water light. All common rail systems have other in built protection which will cut in before any damage to the pump can occur due to fuel restriction. If either filter restricts flow to point where the fuel pump can not produce the Target rail pressure then the ECU will log a code on the dash warning the driver. In a primary or pre filter setup, unless an additional filter warning system is purchased, THEN that filter can block with contaminants without the factory warning light operating because it has caught most of the contamination before it gets to the sensor. With a 30 mic pre filter the fuel flows through this filter first then the factory filter. The 30 mic filter will collect all contaminates down to 30 mic leaving the factory 8 mic filter to remove all the 8 to 30 mic particles. Where do all the the 2 to 8 mic particles go? In your pump and injectors! So yes, if you were to put the secondary filter first in the system then premature blockage would take place requiring frequent filter changes. The argument about a 7-8 micron filter being sufficient is false. Bosch, Denso and Delphi who are the manufactures of these systems say any particle 3 micron and larger has the potential to damage common rail components. When we repair these units it is done in a room which is pressurised with air that has been through a 2 micron filter and all components when tested after repair are tested on machines with 2 micron fuel filters. So in summary, The fuel system belongs to you and you have very little control over the quality of fuel that goes into your tank. Therefore fit a Diesel Care filter kit and change your filter regularly. Also please note that no filter system is perfect and many contaminates like petrol, kerosene, Adblue and roundup will pass through any filter and cause major damage to your fuel injection system. Happy Motoring
@@DieselcareAu Here's Bosch's take on fuel injector filtration. "Resistance to Fuel Contamination - Quality of the Medium. Dirt particles and contaminants in fuel represent a potential danger to the fuel injectors. They are to be avoided in order to preserve the correct function of the injectors. The dirt content in the fuel system must therefore be minimised via a suitable filter. Recommended filter quality: nominal rating 5µ, minimum 82% capture efficiency according to ISO/TR 19438; dirt particles >35µ are not permissible. The basket filter in the injector serves only to catch residual particles. Nonconformance of the recommended filter quality can cause damage to and failure of the components" So Bosch recommend a nominal 5 micron filter which is what Ford etc provide these days, and they say any particle over 35 microns will damage their injectors. Bosch also state; "A common problem with diesel injectors today is ball seat erosion. The heart of the common rail injector is the magnetic valve through which fuel passes at extremely high pressure. The passage opening is sealed using a small ball that is only 1mm in size. A proper seal is critical for proper injector performance. Abrasive contaminants can erode and damage the ball seat causing the ball not to seal properly, leading to improper injection. To ensure exact performance within the designed service life of the injector, use only OE filters or filters having the same OE micron rating and follow the recommended OE filter change interval. Using anything less can cost you more in the long run." www.choosetherightinjector.com/documents/101512/0/0/15f57a41-ff70-4c2a-bf3e-2a887b53510a So no Bosch don't say any particle larger than 3 microns can damage their injectors, they say 35 micron and larger will, they also only recommend using a filter of the OE spec, none of which are 2 microns. If they did it would stand to reason the basket filters they put on their injectors wouldn't be 10-20 microns.
Both options will provide much better protection than not having an additional filter. Each one has their advantages but the reason we recommend secondary is that we believe finer filtration ultimately provides better protection. It’s also reassuring to know that if you are unlucky enough to get a bad tank-full of fuel, and the filter warning light on the dash comes on, that if anything has penetrated your factory filter, it’s been caught in the final filter.
Considering they are brand new filters there would be no flow restriction, however i would argue that the 2 micron filter would clog up heaps quicker and thats where the flow restriction would start to occur?
Good question. The filters have a flow rated of 300 litres per hour at 2 micron. The normal common rail system only flows at around 100 -120 litres per hours. There is more than enough flow rate not to cause a restriction. The factory filters are also at a similar micron rating. They are going to block before the secondary filter. If you do get a restriction in flow you will see a loss of power. Keeping in mind if you do get a restriction in flow more than likely contamination has gone through the ‘factory’ filter and has been caught in the secondary filter rather than damage your fuel system. So this means the filters are doing their job and saving you from costly repairs.
Hi Andrew, the test is checking the return flow which does not affect the running of the engine. And as the test shows there is no restriction in fuel flow after going through an additional filter which serves to protect your engine from contaminated fuel.
Alot of people missing the point here. Filters are to be reguarly changed. Based in the fuel quality. Additional pre filter system in line with nit reducing the flow rate per hour. Which was proved in this test. Bottom line its cheaper to change fuel filters and pre filters fitted at regular intervals. Than changing expensive fuel pumps and injectors.... as previously ststed make your choice
The obvious benifits greatly outway the miniscule restriction
I had an excellent conversation 3yrs ago with Diesel Care and fitted the 2 micron post filter to my 2017 Ranger 3.2. It has been excellent and no flow / restriction problems. Made perfect sense to go with the finer post filter. Great sales service & advice. Great peace of mind. PP
We are glad to hear you are happy with your experience with us. Thanks for taking the time to provide your feedback.
@@DieselcareAu so which is better 2mic or 30mic?
This may be the case when everything is new and clean but once the filter gets a bit blocked up there will be a difference. Has to be
choose your poison m8, blocked filter or blocked injectors your choice
Some diesel specialists suggest adding extra filters can restrict the flow and can cause cavitation at the injectors, which can reduce cooling and lubrication of the injectors and increase wear
Thank you so much for putting out this video with irrefutable facts and figures. I was about to embark on a rudimentary, inaccurate backyard experiment to clear the very doubts that you did for me. Now with total peace of mind I will definitely go with a 10 micron pre filter and 2 micron secondary filter. Thanks once again. No more tossing and turning in bed spending sleepless nights worrying how to protect my injection pump and injectors ! 😂👌👍👏🙏
Nice demo but: to make this test more relevant I would like to see this test repeated with filters with 15000km 20000km once the filters get a bit of typical use (not brand new).
Hi Adam, Thanks for your feedback, you are correct with your thinking but please keep in mind testing at the 15,000 and 20,000km would not be accurate as there are too many variables depending on the quality of fuel you are putting through your system. You only need to get one batch of contaminated fuel… this could happen in the first 5km of driving it would block the filter but would be preventing damage to the fuel injection system.The finer filters will block up more quickly after typical use because they will catch particles down to 2 mic. And this is exactly what we are trying to achieve. Catch these particles before they go through the pump and injectors, even if it means a few more filter changes. Any particles 3mic or larger can do damage to pump and injectors.
If the 2mic filter was the only filter in the system it would block up quicker than a factory 8mic filter for example. This is why we recommend fitting it as a secondary filter. The fuel will flow through the first filter trapping all particles down to 8mic leaving only 2mic to 7mic particles to be collected in the secondary filter. This way the secondary filter will have a fairly long life if the vehicle is only exposed to normal clean diesel. However just 1 tank of bad fuel can block both filters, causing low power, filter warning lights and/or codes relating to rail pressure etc. If the driver stops straight away and carries out the required repairs, eg filter change and maybe clean out tank and lines, it is most probable that no further damage has occurred.
In short it is better to go secondary filter system, change the filters a bit more often and end up with much lower repair bills.
Thanks for that clarification.
I have fitted the Diesel Care 2 Micron secondary kit on my MN Triton and was wondering if a 5 micron filter could be fitted? Wouldn't that be much better than the single factory 8-10 micron without dirtying as quickly.
Just a thought..
Yes you can replace the 2Mic with a 5Mic and it will have slightly longer service life however it will also allow particles of 3 and 4mic to pass through into your injection system.The ultimate protection is the 2mic and to change it at slightly shorter service intervals.Happy motoring
Thanks for that.
@@DieselcareAu Good advice thank you. Wish manufactures would put drain plugs in fuel tanks again. Cheers
I run a 2 micron pre-filter on my BT50 and have never had a fuel flow issue while off roading, towing 23 ft caravan etc. Makes OEM filter redundant.
Thanks for the upload, can't understand why manufacturer's don't fit this as standard to Diesel vehicles.
Good Work...I'm using a 2 Micron Final as well...Let see who's injectors last the longest
Diesel Care Toowoomba did both of my current LC's with a 2 micron 2ndry.
Peace of mind :-)
Hi guys. Just found your great information here today as i was thinking about all this myself. Getting one of the last 200 series VX in April 21 and was wondering if you can or should run a two filter system both with the alarm system hooked up. Looking for protection from out back contaminated fuel with water or dirt etc. Your utube shows to me that it can be done but ofcourse it would have to be done as a pist setup so toyota doesnt have problems with it etc. The other thing im interested in finding out is just how long does water take to get into the motor which you've filled the tanks with the problem fuel. Would the three filter alarm system going off give you time to quickly turn the motor off before its causing any major issues. Besides having to drain the whole system etc. Im yet to find out just how quick this happens once you pull out from the fuel station but it doesn't seem to take long at all. But great to hear what your thoughts or ideas on this issue. Cheers Kiwi Steve...
@@stevegroom2063 Ask many sources and make up your own mind.
My advice based on actually ordering and using LC with secondary filters says to do just that - 2ndry. So it doesn't interfere with the LC primary system which is excellent.
Satisfy yourself.
The instant water enters your filter you'll be told by the dash light.
Seems like a completely pointless test, of course a NEW filter and CLEAN fuel isn't going to give any flow restriction.
What are the cons to removing the factory fuel filter & running a single 2 micron system?
Thank you very much, it was really helpful to me. I have done it for my toyota hilux 2016 diesel
So basically flow will be hugely interrupted if the secondary filter gets slightly blocked...
Thxks for the info ...how long before you change the cartridge filter???
I am still skeptical. 95 per cent of my diesel problems seem to come from the filtration systems.
The same thing with a primary 10 micron kit ?
I like your product. Great video
Thanks Bill!
What do you recommend for additional filtration on an injector pump type diesel engine?
I've had a 9 micron in line filter installed after my oem primer pump and filter assembly. Unsure if it does anything. Skeptical about smaller micron filter. What are your advice?
good work!
It can be installed on a prado 120 with a 5L E engine (naturally aspired Fuel)? Another question, How much it will prolong the lifespam of my OEM filter and at wich milleage the filters should be replaced?
Thanks for the video, very informative and helpful
Can i install this 2micron to a 1,6 vw TDi engine?
Great video! 👍
How does a 30 micron filter compare with flow to the 2 micron?
The Primary (Pre) Filter - 30 microns is plumbed before your factory fuel filter. Rated at 30 microns and prolongs the service life of your factory filter cartridge.
The Secondary (Final) Filter - 2 and 5 microns Is plumbed after your factory filter as a last line of defence the secondary filter in both 2 micron and 5 microns for V8 applications will effectively remove any water or contaminants that make it past your factory filter.
Please see more information on our website www.dieselcare.com.au/service/filtration-systems/#which-kit
I see you do not have a filter for a kia 2.5 crd but have one for hyundi i load , any problems fitting to a 2008 kia sorento
This test is pretty pointless as it's using pristine filters with no restrictions from usage. These systems are designed for worse case not best case, ie what is happening in the filtration system just prior to the service interval of 15,000kms? A 30 micron pre filter over time becomes clogged and at time of service it's more likely to be filtering at 7-8 microns, so what happens to that 2 micron filter after 15,000kms and how does it effect fuel flow then and more importantly how much stress is it placing on the fuel pump.
Further more just because the fuel flow is still being maintained that does not equal not adding stress to the system and deteriorating the fuel pump by making it work harder to achieve the same flow rate. Also bypassing the factory low fuel flow sensor by having the 2 micron filter post the OEM one means a clogged filter won't be picked up by the system and can lead to damage.
This behaviour is called Filter Capacity and according to Catepillar (and even Clarcor) is expressed in a plot of "Delta Pressure" across the filter vs the mass of contaminants in the fluid. When filters reach capacity, the filters begin to clog and systems are designed with a warning signal to indicate to the operator that the filter is clogged. The warning signal operates by measuring the pressure difference across the filter.
The scientific research conducted concluded that for small diesel engines a 7 micron filter was most suitable, and it reflected in most engine operation and maintenance manuals. A lot of testing beyond efficiency comes into play such as collapse testing, and flow fatigue testing. You cannot measure a successful system by cherry picking one aspect of it.
Thanks for your comments. Diesel care fully understands that consumers have varying options when it comes to protecting the fuel system in there modern common rail diesel engine, and that is why we have always offered both 30 Micron Pre-filter kit and 2 micron secondary filter Kit and leave it up to the customer to decide on the level of protection they require.
Diesel care Australia have over 40 years experience in the Repair of Diesel fuel injection systems, we are also the original designer and manufacturer of these kits and have done extensive research and testing and have a very good understanding of both the common rail fuel system and the effects that our filter has on them.
We also have extensive knowledge of what contaminated fuel does to our customers fuel system and how costly and inconvenient this can be, hence why we developed these kits in the first place.
We strongly recommend and promote the use of an extra fuel filter on common rail diesels. A primary 30 micron kit will considerably enhance the filtering system, but if you want the best protection for your vehicle then a 2 micron secondary kit is the only option.
Filter design is a very complex issue which is too involved to cover here, BUT basically a 2 mic filter can flow the same fuel as a 30 micron filter, HOWEVER it will block up quicker. This is a GOOD thing as the particles that are blocking this filter have not traveled through to your expensive pump and injectors. THIS is exactly what we are trying to achieve. How do we overcome this? Change the filter at a more frequent intervals. That way we are throwing the contaminates in the bin, Not your pump and injectors.
Remember a secondary filter is plumbed after the factory filter, the fuel passes through the factory filter first and if it is doing its job then it should remove all particles down to 8 micron [ if it is a 8 micron filter] leaving only the 2 to 8 micron particles to be collected by our secondary filter, therefore not blocking it as quick as most perceive. Also note that in a secondary filter set up almost all of the contaminates will be caught in the factory filter which is where the contamination sensor is, and as far as we are aware it is only Toyota models that have the restriction sensor. Most other vehicles only have a water light. All common rail systems have other in built protection which will cut in before any damage to the pump can occur due to fuel restriction. If either filter restricts flow to point where the fuel pump can not produce the Target rail pressure then the ECU will log a code on the dash warning the driver. In a primary or pre filter setup, unless an additional filter warning system is purchased, THEN that filter can block with contaminants without the factory warning light operating because it has caught most of the contamination before it gets to the sensor.
With a 30 mic pre filter the fuel flows through this filter first then the factory filter. The 30 mic filter will collect all contaminates down to 30 mic leaving the factory 8 mic filter to remove all the 8 to 30 mic particles.
Where do all the the 2 to 8 mic particles go? In your pump and injectors!
So yes, if you were to put the secondary filter first in the system then premature blockage would take place requiring frequent filter changes.
The argument about a 7-8 micron filter being sufficient is false. Bosch, Denso and Delphi who are the manufactures of these systems say any particle 3 micron and larger has the potential to damage common rail components. When we repair these units it is done in a room which is pressurised with air that has been through a 2 micron filter and all components when tested after repair are tested on machines with 2 micron fuel filters.
So in summary, The fuel system belongs to you and you have very little control over the quality of fuel that goes into your tank. Therefore fit a Diesel Care filter kit and change your filter regularly.
Also please note that no filter system is perfect and many contaminates like petrol, kerosene, Adblue and roundup will pass through any filter and cause major damage to your fuel injection system.
Happy Motoring
@@DieselcareAu Here's Bosch's take on fuel injector filtration.
"Resistance to Fuel Contamination - Quality of the Medium. Dirt particles and contaminants in fuel represent a potential danger to the fuel injectors. They are to be avoided in order to preserve the correct function of the injectors. The dirt content in the fuel system must therefore be minimised via a suitable filter. Recommended filter quality: nominal rating 5µ, minimum 82% capture efficiency according to ISO/TR 19438; dirt particles >35µ are not permissible. The basket filter in the injector serves only to catch residual particles. Nonconformance of the recommended filter quality can cause damage to and failure of the components"
So Bosch recommend a nominal 5 micron filter which is what Ford etc provide these days, and they say any particle over 35 microns will damage their injectors. Bosch also state;
"A common problem with diesel injectors today is ball seat erosion. The heart of the common rail injector is the magnetic valve through which fuel passes at extremely high pressure. The passage opening is sealed using a small ball that is only 1mm in size. A proper seal is critical for proper injector performance. Abrasive contaminants can erode and damage the ball seat causing the ball not to seal properly, leading to improper injection.
To ensure exact performance within the designed service life of the injector, use only OE filters or filters having the same OE micron rating and follow the recommended OE filter
change interval. Using anything less can cost you more in the long run."
www.choosetherightinjector.com/documents/101512/0/0/15f57a41-ff70-4c2a-bf3e-2a887b53510a
So no Bosch don't say any particle larger than 3 microns can damage their injectors, they say 35 micron and larger will, they also only recommend using a filter of the OE spec, none of which are 2 microns. If they did it would stand to reason the basket filters they put on their injectors wouldn't be 10-20 microns.
@@MrLoridin Toyota's and most other Japanese Vehicles do not use Bosch Injectors or Pumps
@@MrLoridin Can you show us you video of a test?
ZD30 none CRD, can I do this also?
Good job, i plan an extra for my car, thanks.
And Berrima says the exact opposite, ie primary 30 is better, so confused ....
Both options will provide much better protection than not having an additional filter. Each one has their advantages but the reason we recommend secondary is that we believe finer filtration ultimately provides better protection. It’s also reassuring to know that if you are unlucky enough to get a bad tank-full of fuel, and the filter warning light on the dash comes on, that if anything has penetrated your factory filter, it’s been caught in the final filter.
Considering they are brand new filters there would be no flow restriction, however i would argue that the 2 micron filter would clog up heaps quicker and thats where the flow restriction would start to occur?
Good question. The filters have a flow rated of 300 litres per hour at 2 micron. The normal common rail system only flows at around 100 -120 litres per hours. There is more than enough flow rate not to cause a restriction. The factory filters are also at a similar micron rating. They are going to block before the secondary filter. If you do get a restriction in flow you will see a loss of power. Keeping in mind if you do get a restriction in flow more than likely contamination has gone through the ‘factory’ filter and has been caught in the secondary filter rather than damage your fuel system. So this means the filters are doing their job and saving you from costly repairs.
What is the best filter to fit before the factory filter of a 79 v8 cruiser 2018? They said 5 micron.. it this correct?
Can a 5 micron VE Pump suck waste vegetable oil through the filter the same?
1HZ?
Someone put my filter on backwards, he rips it off, not even caring which way it went. Never again, always do it myself.
Dont know what all the fuss is about? Have owned seven 4x4s all traded north of 250k not a fuel drama with any of them Fear marketing at its best
How are you running this engine if all the fuel is getting into a bucket and not the injectors...?
I believe he said the filter system is set up on the return line back to the fuel tank, not the inlet line.
Hi Andrew, the test is checking the return flow which does not affect the running of the engine. And as the test shows there is no restriction in fuel flow after going through an additional filter which serves to protect your engine from contaminated fuel.
That Diesel is sooo clean, here it looks like dirty cooking oil. Only Toyotas survive here.
Ok, now do it again with a filter that's been in use for 8000 km