We love our aftermarket vendors for the HYPE and will continue to purchase their products, whether or not the product offers total satisfaction. It's what you want and makes you feel good that counts!
A grateful and heart-felt thanks go out to all who have responded so far.I am currently on vacation and have intermittant access to a computer.This accounts for my delay in posting my appreciation of the conversation and information exchage up to this point.As I admitted my lack of technical prowess at the outset, I have been impressed with the commentary which speaks to those of us who are interested in making a (probably) important decision which will (more than likely) impact the health of our cars.As it appears to me at the current time-----and I would certainly encourage continued conversation---that the paper(better filtering capacity)filter may very likely be the selection that I decide to go with.From what has been brought out so far in discussion,if there is NO greater actual MPG or performace that is imparted by as less restrictive filter but the filter allows more particulate disposition into the engine then I cannot see the reasoning to use a more expensive but less EFFECTIVE filter.
I will continue monitoring the boards here,however,on an catch-as-catch-can basis for the next week-until I return from vacation.
Phase 1.
Note: residue from manufacture should have been, I would had thought, flushed with the first 3K oil change.
See you in the Spring for the OEM air oil comparison.
This isn't conclusive by any stretch of the imagination because it is a relatively new engine, but the high silicone and wear particles could also be due, at least in part, to the use of the K&N filter. Their comments didn't take that into account.
Doing the OEM filter analysis in the Spring might reveal some differences but also doing a second K&N test after that could indicate whether the K&N really has any effect for your driving environment.
As jetfuel pointed out - they aren't using the correct engine for their database.
This isn't conclusive by any stretch of the imagination because it is a relatively new engine, but the high silicone and wear particles could also be due, at least in part, to the use of the K&N filter. Their comments didn't take that into account.
Agree. My primary interest here is a low cost, layman-inspired study of oil particulates over a 5K run each, using first the K&N and then the OEM.
Again, note that I had changed out the oil and filter at 3K, and hope that lessened the impact of engine newness.
Doing the OEM filter analysis in the Spring might reveal some differences but also doing a second K&N test after that could indicate whether the K&N really has any effect for your driving environment.
OK, I'm in for the long haul, as it really has no impact on my maintenance schedule OR budget, and the reports come back with normal wear expectancies.
After this second ongoing 5K run with the OEM filter, I will switch back to the K&N for another 5K, and then will perform another, fourth 5K run with a new OEM filter, an oil analysis performed on all.
Granted, this is FAR from being scientific, by most standards. But I should notice a general pattern even with this low-tech approach.
As jetfuel pointed out - they aren't using the correct engine for their database.
Yeah, Jet, I notced that as well. I can only assume the Blackstone database has no 1L field and they chose the only close Mitsi entry they have to represent the smart.
But does that ultimately matter? What I seek here is a realtime, relative paticulate (as expressed by silicates) comparison between the OEM and the K&N filters.
Does the engine size (as long as it's constant) influence the relative amount of sand being sucked in by differing air filter media?
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