Vauxhall 2L xe Oil filter question

[Reiver]

The Caterham part # is 380E0003A.....marked on the filter itself.  Is there a US made replacement of the same size and bypass pressure?

[MV8]

For 380E0003A, Caterham lists SP-898 under "more info" and uses the same filter on the duratec. SP-898 is an Alco filter number that crosses to a Wix 57035. A longer filter made for these engines to go normal oil change intervals would be better if you have room to take it off and put it on.

[Reiver]

Thanks..... not much clearance down there so I'll stick with the shorty,  3k or less is my oil change interval with carbs anyway.

 

I get a  cross reference of this rather than the other wix for the Alco sp898 , is that simply the 'gold' designation...Wix WL7064

Edited March 14 by Reiver

[MV8]

WL7064 seems to be a WIX Europe part number. It interchanges with 57035.

[Reiver]

There are many filters that will fit but what is the required filter by pass psi for the Vauxhall 2l 20xe?  Anyone know off hand?

[Reiver]

Thanks, I see that now...otoh, the bypass psi is only 8 psi so I was wondering what the original Vaux 2 l filters were rated at?  Most car filters are rated at 14 to 20 psi?  Many of these short filters (like the Caterham issue) are used on small tractors etc.... I sent a note to Caterham parts asking the question about their filters bypass rating.

Edited March 14 by Reiver

[Reiver]

The Mann w77 (cross referenced) has a 0.8 Bar or about 12 lb bypass rating.

[MV8]

You can look up a filter for the vehicle the vauxhall engine came with and find the specs. Cat uses the same filter for a duratec. A 2004 focus with duratec uses a filter with an 8-11 psi bypass. Typical auto filters are 8-11 psi but filters not made for the typical auto engine range from 7 psi to as high as no bypass at all. Most production vehicles use a filter with an 8-11 psi bypass. The filter bypass is primarily a safety valve to prevent the filter from ballooning/rupture and oil starvation to the crank shaft and bearings against a filter that does not flow well enough for the oil pressure in the moment.  

 

Bypassing is more important where the operator has efi (that runs better than it should when the engine is cold) and does not fully warm up the engine before running higher rpm, is using a higher viscosity oil than necessary, doesn't change the oil as often as they should, used a crank case flush then tried to go too many miles on the first filter and oil change after the flush, etc....

 

The oil pump also has a bypass/relief valve that normally opens as the rpms rise.

 

The oil is filtered over and over again. I'd rather not have a pressure drop under transient conditions.

 

[CBuff]

Does a wet vs dry sump setup change the bypass valve pressure needs or sensitivity on the oil filter?  I was running the Mann w77 on my Duratec 420 with dry sump but looked at the w712/83 (longer filter 59mm vs 72mm in length ) same bypass pressure of .8 bars.  But I noticed some versions of the w712 also run a 2 bars bypass. 
 

would running something on a 2bar bypass change the situation and present any dangers.  Just trying to understand how diligent I should be at matching oil filer bypass pressures. 

[MV8]

As an example, in the moment, if the differential pressure across the filter is 1.8 bar and the bypass is set to 2.0 bar, then the bypass should be fully closed and all the oil will be filtered at the expense of a 1.8 bar (about 26 psi) drop in pressure to the mains. This should be indicated on the gauge since most tap in after the filter and before the mains.

 

 

[Reiver]

Thanks for your comments.....

[bsimon]

Be real careful choosing the filter. there are two different filter threads on C20XE engines associated with Caterham.

 

The standard thread for Opel, Holden, Vauxhall, Daewoo C20s is 18M-1.5.

Caterham replaced the filter nipple on most cars with a 3/4-16 thread, BUT NOT ALL.

If the engine is a Swindon build, all bets are off as to which thread you might have.

 

3/4-16 filters can loosen and drop free of the M18-1.5 nipple.

 

If the nipple measures less than .708" diameter, it's the metric one.

 

-Bob

 

 

Edited March 16 by bsimon
changed Dihatsu to Daewoo

[Reiver]

8 hours ago, bsimon said:

Be real careful choosing the filter. there are two different filter threads on C20XE engines associated with Caterham.

 

The standard thread for Opel, Holden, Vauxhall, Daewoo C20s is 18M-1.5.

Caterham replaced the filter nipple on most cars with a 3/4-16 thread, BUT NOT ALL.

If the engine is a Swindon build, all bets are off as to which thread you might have.

 

3/4-16 filters can loosen and drop free of the M18-1.5 nipple.

 

If the nipple measures less than .708" diameter, it's the metric one.

 

-Bob

 

 

Thanks, good info.  It presently has a Caterham marked filter in place so I assume it is the 3/4-16 thread.  However, I'll check that on the first oil change I do.

[Reiver]

This is the stock oil filter .... Genuine Vauxhall C20XE / C20LET Oil Filter 93156954  can't find specs, but a Vaux car site has comments about it, and they say it has no internal bypass feature.  Why, no idea, but what I've found so far.

[MV8]

If you find the threads are not 3/4-16 but M18-1.5, then wix 51040 is a direct replacement for the Vauxhall 93156954 filter. Even though it is technically a GM engine, specifications/standards can vary with the intended market.

 

If you want a bypass type filter, wix 10398 is virtually identical but with an 8 psi safety valve. It is made for the hydraulic system on a bobcat excavator.

 

Instead of using an undersized filter to fit the space available, you might consider a spin-on remote filter adapter on the block to a standard size remote filter mount and push lock hose.

[bsimon]

Some confusion exists on the C20XE oil system because they were installed in cars with an oil cooler sandwich plate.

 

There is an additional relief valve built into the sandwich plate Maybe this allows the use of unprotected filters? Alternatively, this may be just to protect the oil cooler. I'm not sure as I've never seen a sandwich plate in the wild.

Most of the engine builders simply binned the plates as added weight and moved on. You may want to contact SBD or QED and talk to guys that would know all this stuff.

 

[Reiver]

Bob,  the Vaux I have is the early 20 XE with the round tooth cam belt.  I'm guessing yours has the later square tooth.  This was a later '99 build but that was the motor sent to Chris Tchorzniki who imported/built the car. (7 & Eleven's of St. Augustine Fla.)...seller had the cars history as the second owner.

I suspect the oil threads are 3/4x16 but won't know until my oil change.  

I'm going to pull the sump and replace the foam baffle at that time too.  

[bsimon]

Yes, my VX is a later "LN" (low noise) model.

Swindon ported and flowed GM heads with the water galleries tube lined to prevent the leaky head issues associated with the non-CosCast heads.

It was tough to find CosCast round tooth engines from 1994 on.

All the later Swindon saloon car and F3 engines were LN, although most were retrofitted with round tooth belt path components.

I believe the round tooth version was thought to be better for RPM north of 8K.

 

Good idea to check that filter thread.

 

[Reiver]

Was unaware of the Swindon aspect.  No idea of the age of my lump but it has the mild upgraded cams and belt upgrade.  Looks like this except with a conventional Caterham wet sump.  The pics of internals are of my VX.  Shows the SBD cam marking that still uses the original tappets.