There were a large batch of the perf-form duc1 that were bad. I had four in a row, they were RMA. I understand the company exited the oil filter market.
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Yes, very good points.
Amsoil is a very conservative company in that they don't recommend something that they think is not 100% suitable.
So they won't make a recommendation of their EAO filter to stay on the safe side.
I actually don't know about the suitability for my application in a 1098 Streetfighter regarding outright oil flow.
However I don't think it is a problem below 8250 rpm. The reason is, that filters in their range are recommended for the Harley Davidson V-Rod and that's what they rev to(or more) with 20w-50 grade oil.
I personally don't ride at above those revs all that much with the Streetfighter, although I have been known to go to just short of the rev limiter at times, and hit the rev limiter very rarely.
But I am consistently very smooth in my riding style and I don't set out to abuse the machine. (if I can help myself
)As a precaution I do regular UOA's (every oil/oil filter change at 6000 kms) and there is absolutely nothing in terms of wear metal contaminates, that stands out as flagging a problem in regard to oil starvation.
keeping in mind that it's a shared sump engine/transmission.
And the low oil pressure light has never come on.
Consider these levels of wear metal contaminate numbers for every 6000 kms.
Ranging from 44 - 52 PPM of Molybdenum. (The VOA reveals a baseline number for Molybdenum in the oil of 46 PPM)
Ranging form 31 -40 PPM of Magnesium. (The VOA reveals a baseline number for Magnesium in the oil of 14 PPM)
9 PPM of iron. (consistently)
Ranging from 4 - 6 PPM of Copper.
Ranging from 3 - 5 PPM of Aluminium.
1 PPM of Lead. (consistently)
1 PPM of Nickel. (consistently)
<1 PPM of Chromium. (consistently)
<1 PPM of Tin. (consistently)
Ranging between 0.5% - 0.2% for Fuel dilution, with 0.5 being an upward spike due to a defective coil on 1 cylinder.
Oil viscosity is consistently still well within grade for a 20w-50 at 100 degrees C.
But viscosity is a little low at 40 degrees C, but still within grade.
It effectively becomes a 15w-50 grade oil quite quickly in service and stays at that state for the entire OCI.
Yes I'm potentially taking a chance, but from the above data I think I'm going just fine.
In my dealings with Amsoil and their technical department. I have come to the conclusion that they do have a set of standard (carefully crafted) responses for every potential situation regarding their products suitability.
If they(Amsoil) believe they don't have something for you, then you will get one of two types of responses, and they will not enter into discussions on any matter.
The first type of standard response, is an excuse of some description. Whether it's factual or not, who knows?
The other response is to deflect your enquiry away in a manner that is also(carefully crafted) in order to motivate you to "go away" if they can't respond with one of their canned responses, simply by stonewalling you.
It's literally a dead end.
So in summary.
I took a gamble on the suitability of their filters anyway, for my application in real world riding conditions.
Even though a UOA is not absolutely conclusive, and a substandard tool to monitor the mechanical condition of a machine.
I think that so far, it's all good.
Another service interval is coming up soon, so we shall see in the very near future if my gamble is paying off.
So far, I believe the filters are fit for purpose in my application
However, I will make an effort to check and record oil pressure when the next service falls due
What are your thoughts?
Please share?
Hi Dirt now I know why you are called that you dig deep
as I do for info. In reguards to your adding the Amsoil filter to the list I can tell you I have never been a fan of anything in the Amsoil lineup. There marketing hype just rubs me the wrong way. As you can attest to as far as there responses to your questions. There products may very well be suitable for most people. But thus far I have never seen them put up cold hard facts against there competitors that would make me use there products. You and I both know oil & oil filters are one of the most controversial subjects on any forum. That is why the list I compiled was kept short without all the dissection of microns, filter area, filter media, etc. The filters I listed satisfied my personal criteria list as to what I feel makes a good filter. And what I plan to use. I was very hesitant to make that post as I did not want to get innundated with questions reguarding my choices. I only put that list up as a reference to the options you have versus the OEM filter.
I am not in love w/ any oil company; but to be fair Amsoil has attempted to put facts out there like the "white papers" and such. They all stretch the truth!Hi Dirt now I know why you are called that you dig deep
It's complicated and I'll just be accused of being subjective
Suffice to say I think my bike runs better with OEM. Might have to do with the K&N may not have the same pressure threshold specification for the internal bypass valve of the filter. Who knows. OE for me! I would like to know, but cannot find out anywhere, what the pressure spec is for the bypass valve in the Ducati filter vs. what it is for the K&N and other after market brands. Bypass valve on the oil filter mount housing on the engine block of the Testastretta only controls flow to the oil cooler, the filters still have an internal bypass valve to control flow to the filter media.
To illustrate using automotive instead of motorcycle, I can offer the situation with my Subaru as an example of the wild variances in internal bypass valve opening pressure spec for OEM vs after market: The Subaru OEM filter has a 23 psi spec for the spring that operates the internal bypass valve in the filter. Most after market filters are anywhere from 8 - 14psi, but Wix finally came out with a 23psi spec filter specifically for Subaru in 2011.
Does bypass valve opening pressure matter? I don't know. Question is better put to a powertrain engineer that chose the spec as it relates to the lubrication flow needs of the particular engine design at hand, and then passed that spec on to the maker of the OEM filters.
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