Extended Life Royal Purple Oil Filters




Royal Purple oil filters provide superior particle removal, high-performance and optimized flow characteristics for maximum performance and longer filter life.

Each Filter features:

* 100% synthetic micro-glass media for superior particle removal with 99% filtration efficiency at 25 microns.
* A high-performance silicone anti-drain back valve that prevents dry starts, even in extreme conditions.
* An extra heavy duty rubber base gasket that ensures a leak-free seal.
* Ultra-strength filter housing endures higher burst strength than conventional filters.

Synthetic Engine Oil - 10W30, 15W40, 20W50

Royal Purple Motor Oil Combines premium base oils with proprietary additive technologies to create high performance motor oils that optimize engine performance and provide superior protection. No special procedures are necessary when upgrading to Royal Purple. Royal Purple motor oil is fully compatible with mineral or other synthetic oils. Royal Purple recommends waiting until the manufacturer’s first scheduled oil change in new gasoline engines before upgrading to Royal Purple.

Royal Purple’s API licensed motor oil delivers superior protection and improves performance in gasoline and diesel engines. Royal Purple’s API SN licensed motor oil meets ILSAC GF-5 and Dexos1™1 performance requirements.

Gear Oil - MT-90 GL4 75W90
Gear Oil - MT-85 GL4 75W85

MT-90 75W90 GL-4 Gear Oil - Popular in Nissan, Mazda, Mitsubishi, VW/Audi, Lotus Elise/Exige, Toyota
MT-85 75W85 GL-4 Gear Oil - Recommended for Nissan 350Z and 370Z (also most Maxima, Altima & Sentra), Mitsubishi Evolution, Hyundai, and Kia applications.

SI-1 Fuel System Cleaner
85+ Diesel Fuel Additive


SI-1 Fuel System Cleaner
Cleans injectors, carburetors, valve and combustion chamber deposits with a concentrated blend of the most powerful high-temp and low-temp detergents available
Cleans to nearly 100% efficiency in one treatment
Reduces need for octane by up to two points
Contains synthetic upper cylinder lubricant
Cleans pollution control valves
Safe for continual use

85+ Diesel Fuel Additive
Designed for use in all diesel engines - compensates for latest low-sulfur fuels
Promotes better fuel combustion and fuel system lubrication
Provides faster ignition, reduced detonation and smoke, improved efficiency.
Powerful high-temp detergents to clean fuel injectors
Lubricates O-rings and seals to increase injector pump life, reduces ring friction
Contains cetane booster for added power benefits
Use one bottle per tank-treats up to 100 gallons

AMSOIL Signature Series Synthetic Motor Oil delivers extraordinary lubrication in all types of automotive gasoline engines. By combining industry-premier synthetic technology with AMSOIL premium additives, Signature Series Synthetic Motor Oil exceeds the higher performance demands of modern engines.

Synthetic Engine Oil - 5W20,10W30, 10W40, 20W50, Euro 5W-40
Premium Heavy-Duty Diesel & Marine Motor Oil (AME) 15W40 - For Gasoline and Diesel

Synthetic Manual Transmission and Transaxle Gear Lube 75W90 GL4
Severe Gear® Synthetic Extreme Pressure (EP) Lubricant 75W90 GL5
Synthetic Automatic Transmission Fluid


Synthetic Universal ATF is recommended for transmissions, hydraulics, power steering and other applications requiring any of the following specifications:
• GM DEXRON® III-H
• Ford MERCON® & MERCON V
• Chrysler ATF+4®
• Toyota Type T-III and T-IV
• Honda Z-1 (Not CVT)
• Diamond SP II & III (Mitsubishi/Hyundai/Kia)
• Mazda ATF-III, ATF-MV
• Subaru ATF, ATF-HP
• Nissan Matic D, J & K
• Idemitsu K-17
• BMW LA2634
• LT 71141
• Audi G-052-025-A2 & G-052-162-A1
• Volvo 97340
• MB 236.1, 236.2, 236.5, 236.6, 236.7, 236.9 & 236.10
• JWS 3309
• NAG 1
• ETL-7045E, ETL-8072B & N402
• Mopar AS68RC

Cetane Boost Diesel Fuel Additive 16 Oz Bottle
Diesel Concentrate Performance Fuel Additive 16 Oz Bottle

Cetane Boost Diesel Fuel Additive - An ashless, alcohol-free additive that improves cetane up to seven points for increased power and performance in all diesel engines.
Diesel Concentrate Performance Fuel Additive - A total system cleaner and lubricity improver for all types of diesel engines. Improves the performance, fuel efficiency and longevity of diesel engines while reducing deposits, black smoke and emissions. Improves fuel economy by cleaning dirty injectors and restores horsepower. Designed for use in heavy-duty diesel engines.
These products can safely be used together, as they serve different purposes.

For OEM oil change intervals: Use a quality filter, such as the Luberfiner brand.

For extended drain intervals (low cost option): Use a budget filter, such as the Luberfiner brand and replace the filter at the OEM recommendation. See procedure above.

For extended drain intervals (premium option): Use a filter targeted for extended drain intervals, such as the Royal Purple oil filter. This filter is recommended safe for 15000 km.

For the best in filtration efficiency: Use the Royal Purple oil filter.

A/B: Gasoline and Diesel Engine Oils

A1/B1: Stable, stay-in-grade oil intended for use at extended drain intervals in gasoline engines and car & light van diesel engines specifically designed to be capable of using low friction low viscosity oils with a high temperature / high shear rate viscosity of 2.6 mPa*s for xW/20 and 2.9 to 3.5 mPa.s for all other viscosity grades. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

A3/B3: Stable, stay-in-grade oil intended for use in high performance gasoline engines and car & light van diesel engines and/or for extended drain intervals where specified by the engine manufacturer, and/or for year-round use of low viscosity oils, and/or for severe operating conditions as defined by the engine manufacturer.

A3/B4: Stable, stay-in-grade oil intended for use in high performance gasoline and direct injection diesel engines, but also suitable for applications described under A3/B3.

A5/B5: Stable, stay-in-grade oil intended for use at extended drain intervals in high performance gasoline engines and car & light van diesel engines designed to be capable of using low friction low viscosity oils with a High temperature / High shear rate (HTHS) viscosity of 2.9 to 3.5 mPa.s. These oils are unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

C: Catalyst compatibility oils

C1: Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low friction, low viscosity, low SAPS oils with a HTHS higher than 2.9 mPa.s. These oils will increase the DPF and TWC life and provide fuel economy benefit.
Warning: these oils have the lowest SAPS limits and may be unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

C2: Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines designed to be capable of using low friction, low viscosity oils with a HTHS higher than 2.9 mPa.s. These oils will increase the DPF and TWC life and provide fuel economy benefit.
Warning: these oils may be unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

C3: Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines. These oils will increase the DPF and TWC life.
Warning: these oils may be unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

C4: Stable, stay-in-grade oil intended for use as catalyst compatible oil in vehicles with DPF and TWC in high performance car and light van diesel and gasoline engines requiring low SAPS oil with HTHS higher than 3.5mPa.s. These oils will increase the DPF and TWC life.
Warning: these oils may be unsuitable for use in some engines. Consult owner manual or handbook if in doubt.

E: Heavy Duty Diesel engine oils

E4: Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under very severe conditions, e.g. significantly extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for engines without particulate filters, and for some EGR engines and some engines fitted with SCR NOx reduction systems. However, recommendations may differ between engine manufacturers so Driver Manuals and/or Dealers shall be consulted if in doubt.

E6: Stable, stay-in-grade oil providing excellent control of piston cleanliness, wear, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under very severe conditions, e.g. significantly extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for EGR engines, with or without particulate filters, and for engines fitted with SCR NOx reduction systems. E6 quality is strongly recommended for engines fitted with particulate filters and is designed for use in combination with low sulphur diesel fuel. However, recommendations may differ between engine manufacturers so Driver Manuals and/or Dealers shall be consulted if in doubt.

E7: Stable, stay-in-grade oil providing effective control with respect to piston cleanliness and bore polishing. It further provides excellent wear control, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under severe conditions, e.g. extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for engines without particulate filters, and for most EGR engines and most engines fitted with SCR NOx reduction systems. However, recommendations may differ between engine manufacturers so Driver Manuals and/or Dealers shall be consulted if in doubt.

E9: Stable, stay-in-grade oil providing effective control with respect to piston cleanliness and bore polishing. It further provides excellent wear control, soot handling and lubricant stability. It is recommended for highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission requirements and running under severe conditions, e.g. extended oil drain intervals according to the manufacturer’s recommendations. It is suitable for engines with or without particulate filters, and for most EGR engines and for most engines fitted with SCR NOx reduction systems. E9 is strongly recommended for engines fitted with particulate filters and is designed for use in combination with low sulphur diesel fuel. However, recommendations may differ between engine manufacturers so Drivers Manuals and/or Dealers should be consulted if in doubt

Abbreviations
SAPS: Sulphated Ash, Phosphorus, Sulphur
DPF: Diesel Particulate Filter
TWC: Three way catalyst
HTHS: High temperature / High shear rate viscosity
EGR: Exhaust Gas Recirculation

CentiStoke (cSt): Measurement of kinematic viscousity (at Cold 40C and Hot 100C), "tendency to flow" at a given temperature. "pouring a cup of honey"
CentiPoises (cP): Measurment of Absolute (Dynamic) viscousity, "ability of something to flow through the oil", the internal resistance to flow. Excellent for measuring shear. "stirring a cup of honey"

Article Source
I do agree with the posters above, but adding in some real engineering, real world track experience, and a light chemistry background changes things alot- heres why-

if you compare VI on say any of the factory oil in the chart I posted above, and say take Adeka Sakura-Lube with its VI over 200 and track that(its factory toyota, as good oil as idemitsu and eneos from japan in 0w20,) versus, say the guy who finds a deal on amazon or wally mart on Castrol Edge SN 0W-20 with it's low 162 VI is about the least attractive 0W-20 oil grade I know of, tracking that and tracking any of the factory are big differences despite same hths. Thats one of my points. I suggest not going below 180 on VI.

In that case, running a 0w-30 with a 180 VI and higher HTHS becomes reasonable for track use, since its got more ZDDP and higher hths, right? One would assume so at first glance. Its done often. Even then, I'd be cautious about selecting an 0w30 with the lowest possible cSt at 100c hence my suggestion for Lubro if you feel you must go thicker thinking its more protection. Its not.

To better understand why and how high pressure hydraulically activated cam systems are pressure critical indeed, one needs to appreciate understanding laminar flo characteristics of a fluid, Thicker fluid with too much pressure is NOT your friend in truth, if that pressure is at the cost of decreased laminar flo. Flo isnt always measured in classical settings using a PSI gauge.

As far as that is concerned, and you should be concerned here as well, so long as you run a quality factory grade protection packed OE oil, its actually not terrible at all since you stay in the correct pressure ranges. Admittedly, if my car sees track time, its oil intervals are shorter than my other cars, so theres that too. Since you said it yourself, using higher ZDDP oils in a ceramic cat like the factory one is not gonna be friendly. So there are good reasons to NOT run a thicker oil too that you should be aware of.

take into consideration the fact that lubrication occurs because of flow and not viscosity then you technically want as much oil flow as you can while maintaining necessary pressure. a standard rule is 10psi for every 1,000 rpms of engine rotation. Our pump produces this without issue with OE weight oil with cst between 6.x and 8.x @100, thats a fact.

Pressure is the best way to evaluate whether or not the oil you are using is to thin or thick for your application. Since oil thins as it warms you would get to a point in oil temperature where you wouldn't be producing enough pressure to flow oil into critical locations. If that occurs then you need to switch to a higher viscosity oil. I dont see that as problem, our cars run great under load in high pressure. It seems the issue is with oil flow at lower RPMs. I dont think a thicker fluid is the correct solution.

While running a higher viscosity oil seems obvious for the novice, one justification for using thicker oil is an owner sits in traffic and sees their oil temperatures go above normal. Their solution is to run a thicker oil for better protection. okay. Now, the First problem is when you increase viscosity you decrease flow. As a result the oil is incapable of carrying heat away from the motor to the coolers. And if youre tracking this thing you really should consider a cooler. Every car I track gets one, but thats me. and most guys at the track too. (the strategy shifts from trying a fluid that may perform 'better hotter' thinking to simply using the correct oil, and managing thermal dynamics-"keeping it cool is smarter than running it thicker" becomes he name of the game)

The result of the wisdom of higher viscosity is your oil ACTUALLY runs hotter than it would have with the thinner viscosity. Not so smart if I may observe so. Second is that when sitting in traffic you don't require the kind of protection you do at 9,000 rpms. At idle your load is maybe 20% and your RPM's are between 850 and 1,500. In this situation there's very little chance of long term damage. But the flo isnt gonna be right at low rpms with the higher viscosity fluid either! Now, if you are running very high temperatures and your flo or pressure isn't as high as it should be at idle as it is at 9,000 rpms then you have a good chance of long term damage from using a higher viscosity oil at idle.

Other aspects play into the capability of a lubricant including the oil's base stock and additive packages. The oil's base stock plays into the lubricant's properties in terms of how it handles changes in viscosity and how well it can hold it. Group III base stocks are mineral oil based and require viscosity modifiers to make the oil a multi-viscosity lubricant. Group IV and V are true synthetics which don't require viscosity modifiers and there is little viscosity change over the life of the oil. Technically if you could remove the contaminants and recharge the additives in the oil a synthetic could be ran forever.

you should use the next thinnest choice for what you think you should be running. If you think you should run a 50w oil then run a 40w and so on. Also, be sure you are using a 0w oil as this will give you the best startup protection. 90% of engine damage happens during cold starts. This is the reason I use the oil I do because I daily drive my BRZ and I have a lot of starts and stops. Using a thicker oil here is less than prudent unless youre trailering your car to the track, and only using it as a track car, and thats my final answer.

Everyone isn't going to agree with my take on oils. I've been told I'm wrong because the other forums say to use a thicker oil, and all these guys at the track do it too, and they are fine.

It sucks being scientific sometimes. I'm simply going by the readouts I see on my gauges and how the car reacts. I do alot of data logging as I do testing, so these are the numbers I watch. People can choose what oil they want. I take pride in trying to dispense some knowledge, and run a top notch 0w20 with no issues on the track. I'll have more hard data in the coming months. I take fluid mechanics and fluid dynamics seriously. More damage is done running the wrong oil in the right weight, and even more damage can occur running the wrong weight. Thicker could be hurting your motor. I wouldnt mix in much more than half a fill of the GC 0w-30 or preferably the Lubro 0w30 if you really want to. I will do so only under triple digit track temps, and only for track use.
YMMV, thanks for reading and good luck!

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January 6, 2009
Amazon.com Verified Purchase(Y)
This review is for: Red Line SI-1 Fuel System Cleaner - 15 Ounce, Pack of 12 ($69.99)
By Glenn Carpenter (Golden, Colorado)

Among all fuel system cleaners I'm aware of, Redline SI-1 contains the highest quantity per dollar (based on manufacturer MSDS) of the critical fuel-system-cleaning compounds known as polyether amines (PEA). Primarily for this reason I believe SI-1 to be the best available and most cost-effective fuel system cleaner product at retail pricing. At the current price per bottle when bought by the case right here on Amazon ($5.30) it is a bargain (12/15/09 edit: the price here has almost doubled since I wrote this and it is now, unfortunately, far from a bargain).

In my case it has not been necessary to use Redline's recommended quantity of approximately 3 oz per fill-up. The effects of 1 oz per fill-up are indistinguishable in terms of tested results (see my basis for this statement below). This results in an approximate cost of $0.35/tank or less than a tenth of a penny per mile. A full case at this usage rate is enough to treat 180 full tanks of fuel or to last approximately 80,000 miles. (Figures based 15gal/tank, 25-35mpg).


Long version:

As far as I know, every effective fuel system cleaner on the market uses a class of compounds known as polyether amines (PEA), in varying proportions, to effectively clean deposits from fuel system components, and particularly from fuel injectors, which can quickly impact engine efficiency and performance when not operating correctly. My understanding is that these compounds were first developed by Chevron and sold under the Techron name, and have since been made available to other blenders of fuel treatment products. Until recently BG 44K, Chevron Techron Concentrate, Gumout Regane Fuel System Cleaner, Amsoil P.I. Performance Improver Concentrate, and Redline SI-1 (among others) listed polyether amines on their Material Safety Data Sheets (MSDS) in proportions varying from approximately 25% to 50%. Most of these products no longer list PEA on their MSDS, having changed their terminology to disguise the precise nature of their products' constituent components. Whether PEA is still contained in those products is a matter of uncertainty. As of this writing Redline's SI-1 MSDS still specifies that the product contains 30-50% PEA. Consequently it is one of the few remaining fuel system cleaner products that undoubtedly does contain PEA in significant quantity.

I have been able to test the efficacy of fuel system cleaners in one of my own vehicles using a method I stumbled on after having its injectors professionally cleaned while out of the vehicle. The car in question uses a Bosch engine management system that reports fuel injector data to an on-board computer, which then uses that data to calculate and report instantaneous and average mpg to the driver. I noted after the professional cleaning that the accuracy of the reported mpg, when used to measure average mpg over each full tank of fuel, improved suddenly from a prior error of around -3% - -5% (that is, the reported mpg was ~3-5% below the actual mpg, or typically just over 1mpg low) to an error as close to zero as I could measure (that is, usually between -1% and 1%, fluctuating above and below a perfect "match"). This can be explained on the basis that the engine management system will compensate for a dirty injector by holding the injectors open slightly longer during each combustion cycle, in order to admit the proper amount of fuel. The on-board computer interprets that as a slightly higher rate of fuel consumption, reporting a lower-than-actual mpg figure.

After several thousand miles - not long - the perfect mpg accuracy I'd noticed began to deteriorate, likely indicating that the cleaned injectors were beginning to suffer from some sort of renewed impedance to fuel flow. Out of a desire to retain near-perfect injector performance, and also out of curiosity, I started experimenting with various commercially-available fuel system cleaners and keeping records of the results at each fill-up.

Leaving out the long details, I'll simply say here that the results were surprisingly clear and unambiguous. Each time I went several tanks without using a fuel system cleaner (usually as a result of simply forgetting to use it or not taking the trouble), the on-board computer (OBC) accuracy would deteriorate. This would fluctuate from tank to tank, of course, as a result of inevitable measurement errors, but the trend was very clear even over a small number of fill-ups. Returning to the use of a fuel system cleaner (Chevron Techron Concentrate, Gumout Regane or SI-1, all of which at the time did contain PEA), the accuracy would improve again very quickly - within 2-3 fill-ups. I began using the SI-1 exclusively seven months ago based on its apparent cost-effectiveness and since then I have reduced the quantity I use in each tank to the current 1oz per ~15gal fill-up. The results remain unambiguous. If I use this small amount of SI-1 consistently, the accuracy of the on-board computer is excellent, with an average error of below 1%, or a fraction the error rate seen when not using such a product.

Based on the above I feel I can confidently conclude that SI-1 works very well, even at reduced treatment rates, at keeping fuel injectors clean. Fuel system types and injectors will vary, and other parts of the fuel system - for example intake valves and combustion chambers - might benefit from higher treatment rates (or, conceivably, might not benefit at all). Actual engine efficiency will not vary nearly as much as injector cleanliness, since the engine feedback system normally corrects for imperfect injector flow rates. However, as the flow is more greatly impeded, or impeded differentially among the individual injectors, mpg will be affected to some degree. I feel it is well worth the tiny cost to consistently use a small quantity of SI-1. Other benefits, such as to combustion efficiency as a result of combustion chamber cleanliness, to volumetric efficiency as a result of intake valve cleanliness, and to fuel system lubrication, probably exist as well although I can not evaluate them and have not attempted to do so. Other fuel system cleaners may work as effectively, or nearly as effectively, but I do not believe them to be as good in terms of value per dollar spent.

In my experimentation I did try some less expensive fuel system cleaners, those not containing PEA. They appeared to have no effect. I can not categorically state that only PEA-containing fuel system cleaners work, of course, but my observations did match the conventional wisdom on this point. I also experimented with using top-tier fuels only, without any additional fuel system cleaners. The results were the same as when using non-detergent (Costco and others) fuels. I don't doubt that top tier fuels contain small amounts of cleaners and will keep a fuel system functionally and acceptably clean, but the quantities involved are reputed to be tiny and my observations seem to indicate that even a small amount of additional additive is far more effective.
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