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This clean, black location is the left-side frame rail just forward of the transmission cross-member. This is where I mounted the bypass filter bracket, using the two existing frame holes shown circled with chalk just under the parking brake cable. Note the black CCV hose above the cable passing by on its way to the rear.

It's made of a 4-1/2 inch long piece of 2" x 4" tube stock of 1/8" thick wall.

This is where I drilled the holes that mount this to the frame.

These holes are drilled 21/64" for 5/16" bolts. Note the hole pattern is twisted about five degrees counter-clockwise. This is due to the frame rail being at that angle at the mounting location. It avoids water collecting inside the tubing while allowing the filter to mount vertically. To this mounts the Baldwin OB1305 bypass filter base.

This is where to attach the purchased adapters and hydraulic lines to the engine. When routed, use the plastic wire loom to cover the lines for additional abrasion resistance.

The plug in the side of the block where the return line goes has a square, 5/16" recess.  You will need some sort of square drive that size to remove it.  I made one from a 1/2" short bolt, and ground the end down to that square size. See the photo at left for details.

To get the parking brake cable apart to pass it through the bracket, first chock the wheels, then release the parking brake fully.  Find the joining clip pictured and remove one cable from it.  You may need to loosen the adjuster in the rear of the truck to get enough slack to do this.  Pass the cable through the bracket, re-attach, and re-adjust.

If you're concerned that the bypass system may bleed off excessive oil pressure, be assured that the Baldwin B164 and Fleetguard LF-778 filters have a built-in restriction to prevent this from happening.

This is how it looks installed. Notice the parking brake cable and CCV hose pass through the bracket. There is a short section of small fuel line covering the cable for abrasion and rattle resistance. The filter hangs a little low, but not below the transmission cross-member. Turning it 90 degrees is not a good option, though, as these filters should be always mounted base-up if at all possible. The lines are teflon, #4 size, stainless braided, high pressure. The pressure line is 40 inches, the return is 46 inches.

For those that take their trucks off-road, and are concerned about maximizing ground clearance, there are two shorter Baldwin filters that also perform this function: the Baldwin B50, at 5-3/8 inches high, which is two inches shorter than the B164, and the Baldwin BT341, at 4-3/8 inches high, which is three inches shorter than the original.

For those that would suggest that the B164's filtration ability is not up to that of "another manufacturer", I offer the following:

On 26 JAN 09, I had a chat with the guy that runs Applications Engineering for Baldwin. Some things I was told:

The B7039 full-flow for the 7.3 is rated at 25 microns, absolute.

The B164 bypass is rated at 15 microns absolute, and that translates to 3-5 microns nominal.

Anything less than 4 microns is, for all intents and purposes, unable to be measured.

Baldwin does not participate in the Micron Wars, and their performance reputation speaks for itself.

Though they no longer have the business of another company "that is more about marketing than testing", he assured me that there was a time that any differences in rated filtration ability would be caused by the paint color ONLY, as beneath that they were IDENTICAL. At the time, that other company was claiming 2 microns for theirs. That other company now has their filters supplied to them by "another reputable manufacturer".

Draw your own conclusions.

Here are my Blackstone Labs reports.  Note the "Comments" sections of them.