M1-113A Oil Filter Fits What Vehicle: Comprehensive Fitment Guide

Oil filters used to be a simple swap every few thousand miles. Then synthetic oils came along, engines started pushing longer between services, and suddenly, the old-school filters couldn’t keep up.

Mobil 1 answered that challenge with the M1-113A—a filter designed not just to survive, but to protect for up to 20,000 miles without flinching.

They didn’t just slap a fancy label on it either. By moving to a robust M22 × 1.5 thread and engineering a synthetic-blend media rated at 99% efficiency for particles 20 microns and up, Mobil 1 gave this filter the muscle to match today’s long-drain oils. Cold starts, high-RPM pulls, brutal heat—it’s built to take it.

If you’re driving a Silverado 1500, a Jeep Cherokee, an Alfa Romeo Stelvio, or even a Cruze turbo, chances are this stubby canister has already been slotted into your maintenance schedule.

But there’s more to it than just fitment. Cross-brand swaps, high-bypass pressure needs, and service quirks all come into play if you want to get the full benefit without running into surprises.

Let’s get into where the M1-113A fits best, how it stacks up against OE filters, and what real-world drivers have seen after putting it through its paces.

1. Inside the M1-113A: What Makes It Tick

Built to Fit, Built to Last

The M1-113A isn’t just another oil filter with a different label slapped on it. Everything about its physical build was tuned for long-haul durability, even down to the exact millimeter.

The can itself measures about 3⅜ inches (86 mm) tall and 2⅞ inches (73 mm) wide at the outer diameter. That stubby profile is key because it needs to slip into crowded engine bays, especially around V-8 exhaust manifolds, skid plates, and underbody shielding without drama.

The gasket dimensions back it up with a tight, predictable seal every time:

• Gasket Inside Diameter: About 2.4 inches

• Gasket Outside Diameter: Just under 2.8 inches

• Gasket Thickness: A hair over 0.2 inches

Toss in the M22 × 1.5 thread pitch, and you’ve got a package that mates perfectly with a wide variety of modern GM, Jeep, Ram, and Alfa Romeo engines without needing adapters or risking leaks.

Under the Hood: Media and Valving That Mean Business

Mobil 1 didn’t mess around with the guts of this filter. At its heart, it uses a synthetic-fiber blend media that’s rated to catch 99% of contaminants at 20 microns and above.

That’s a serious jump over old cellulose designs, and it’s part of why they’re willing to hang their hat on a 20,000-mile service interval when paired with synthetic oil.

The silicone anti-drain-back valve holds oil up in the filter housing even after long shutdowns, which prevents dry starts on cold mornings—especially critical for engines with top-mounted filter mounts like the HEMI V-8 or GM’s EcoTec series.

One detail that really sets the M1-113A apart is its 22 psi bypass spring. That’s a higher setting than most standard filters, and it’s a deliberate choice. Engines like the LS3, L94, and 5.7L HEMI move a lot of oil at high pressure when cold.

A weaker bypass could dump unfiltered oil into the block too early. The M1-113A waits longer to open, making sure oil keeps passing through the media even when it’s thick.

How Long Can It Actually Go?

The M1-113A was built around the idea of extended oil change intervals. Realistically, it’s best suited for:

• Synthetic oils with manufacturer-backed drain intervals up to 15,000–20,000 miles, assuming normal driving.

• Conventional oils, though technically possible, aren’t the best match. You’ll want to stick closer to 5,000–7,500 miles if you’re running non-synthetics, because the filter media can outlast the oil itself.

For fleet trucks, daily drivers, or even weekend warriors who don’t want to think about their next oil change until after the seasons change, the M1-113A lines up with that lifestyle perfectly, without needing a long-can monster like the PF63.

2. Where the M1-113A Fits: Engines and Models You’ll See It On

How the Fitment Picture Came Together

Finding the right oil filter isn’t just about thread size and gasket diameter. Mobil 1’s April 2025 catalog, GM and Stellantis factory guides, plus third-party data like ShowMeTheParts, helped lock down exactly where the M1-113A belongs. It covers a pretty wide stretch of vehicles, but there are a few traps you’ll want to watch for.

The Big Powertrain Families It Covers

If you’re turning a wrench on late-2000s to mid-2020s vehicles, chances are you’ll cross paths with the M1-113A. Here’s the ground it covers:

• GM Truck V-8s:

Engines like the 5.3L LC9, 6.2L LS3, and L94—found in Silverados, Tahoes, Suburbans, and Sierras between about 2007 and 2014—fit this filter like a glove. These old-school Gen IV and Gen V V-8s needed a stout filter with a high bypass setting, and the M1-113A delivers exactly that.

• GM Ecotec Turbo Fours:

Smaller cars like the Cruze, Malibu, and Buick Encore (2016–2019) use 1.4L, 1.5L, and 2.0L turbocharged Ecotec engines that also spec this filter. Despite the smaller engines, they still run high pressures, especially under boost.

• Stellantis 2.4L Tigershark and 5.7L HEMI:

Think Jeep Cherokee, Compass, and Renegade (2.4L) and Ram 1500s or Dodge Chargers (5.7L). The 2.4L fours and the burly V-8s both land right in the M1-113A’s sweet spot, whether you’re commuting or hauling trailers.

• Alfa Romeo’s GME T4 Turbo Fours:

Models like the Giulia, Stelvio, and Tonale with the 2.0L GME turbo-four engine spec the M1-113A too. Tight packaging on these Italian platforms makes the short canister size especially important—longer filters simply won’t fit cleanly.

Quick-Glance Table: Core Automotive Matches

Make	Core Models	Engine(s)	Typical MY Range	Notes
Chevrolet	Silverado 1500, Suburban, Tahoe	5.3L V-8 (LC9), 6.2L (L94)	2007–2014	PF63 long-can optional
GM Small Cars	Cruze, Malibu, Encore	1.4L, 1.5L, 2.0L turbo-four	2016–2019	Ecotec turbo family
Ram	1500 Rebel, Laramie, Big Horn	5.7L HEMI V-8	2013–2024	Short-can clears skid plates
Alfa Romeo	Giulia, Stelvio, Tonale	2.0L turbo GME T4	2017–2024	Tight bay needs stubby filter
Jeep	Cherokee, Compass, Renegade	2.4L Tigershark	2014–2024	Shares filter with Dodge Dart

This isn’t an exhaustive list, but it captures the most common fits you’ll run into when shopping or servicing vehicles that call for the M1-113A.

Watch Out for These Model Year Changes

The M1-113A covers a lot, but you can’t assume it fits everything after a certain point.

• GM Trucks (2019 and newer):

Newer Silverados and Sierras with L83/L86 V-8s shifted to the PF64 cartridge setup. If you’re working on anything 2019-up, don’t count on a spin-on filter anymore.

• Stellantis Twin-Turbo 3.0L I-6s (2025-onward):

Dodge and Jeep’s newer twin-turbo Hurricane engines moved to higher-pressure cartridge filters rated at 24 psi bypass. The M1-113A won’t fit these at all.

If you’re straddling those late model years—especially 2018–2020—it’s worth popping the hood or checking the VIN-specific parts catalog before grabbing a filter off the shelf.

3. Other Filters That Match: Cross-Reference Picks for the M1-113A

Aftermarket Options You Can Trust

Even though the M1-113A sets a high bar, you’re not stuck if your local store doesn’t have one sitting on the shelf. Several aftermarket brands make direct matches that keep the same thread pitch, gasket size, bypass pressure, and general build quality.

If you need to swap brands without second-guessing fitment, here’s what lines up:

• ACDelco:

The PF48 and PF48E filters match the M1-113A’s physical dimensions and thread spec almost perfectly. The PF48E version slightly upgrades the media for synthetic oil compatibility, making it a good pick if you’re sticking with longer OCIs.

• Wix:

The 57060 is Wix’s main equivalent. Known for solid build quality and consistent bypass settings, it’s a favorite among mechanics who want dependable filtration without overpaying for a brand name.

• K&N:

Filters like the HP-1017 or PS-1017 offer a performance tilt. They’re built with a nut welded to the end of the can for easy removal—great if you hate fighting a stuck filter during oil changes.

• Fram:

Fram’s XG10575 Ultra Synthetic is a true extended-life option, using full synthetic media like Mobil 1’s, and is built for 20,000-mile intervals without batting an eye.

Each of these carries its own slight quirks—Fram focuses more on extended OCIs, K&N leans toward high-flow performance—but for everyday maintenance, they’re legitimate swaps without needing to second-guess gasket compression or thread engagement.

OE Part Numbers That Also Match Up

When you’re cross-referencing part numbers, especially if you’re bouncing between dealer parts counters and aftermarket shelves, these are the OE identifiers that align with the M1-113A:

• GM: 89017524

• Mopar: MO-744

• Alfa Romeo: 68436721AA

Seeing these pop up in compatibility searches or on warehouse bins should raise your confidence, not alarm bells. They all trace back to the same base physical dimensions and pressure specs Mobil 1 built the M1-113A around.

Picking the Right Style for Your Needs

Not every vehicle or driving style calls for the same type of filter.

If you’re aiming for maximum drain intervals and running top-shelf synthetic oil, stick with full synthetic media options like Mobil 1 M1-113A, Fram XG10575, or Wix’s premium XP versions.

If you’re changing oil closer to the 5,000–7,500 mile mark—or you just want an affordable filter for a commuter—standard cellulose/synthetic blends like the PF48E or basic Wix 57060 will do the job without breaking the bank.

Either way, matching the filter to your oil and your interval keeps things running smoother and longer without the drama.

4. Real-World Proof: How the M1-113A Holds Up

What Lab Numbers Say—and What They Miss

On paper, the M1-113A looks like a champion. Mobil 1 rates it at 99% efficiency for particles 20 microns and larger, with synthetic-blend media tough enough to survive 15,000 to 20,000 miles without clogging up or falling apart.

Lab testing backs that up, especially when paired with premium synthetic oils. Used-oil analysis from 5.3L GM V-8s (like the LMG found in older Silverados) shows the filter can go a full oil-life monitor cycle—around 12,000 to 14,000 miles—with no measurable spike in wear metals.

The media holds its structure, the anti-drain-back valve stays pliable even after hard winters, and the bypass valve behaves exactly as designed under high cold-start pressures.

However, lab results only tell part of the story. In the real world, things aren’t always so clinical.

Field Experience: Silverado, Ram, and Giulia Owners Weigh In

Silverado and Sierra owners running the M1-113A on 5.3L and 6.2L V-8s routinely report smooth oil pressure readings, quiet startups, and no oil starvation issues—even under towing loads or after sitting in subzero temperatures. The shorter can size also means no fitment headaches when dealing with skid plates and tight chassis clearances.

Ram 1500 owners with the 5.7L HEMI echo similar feedback. Even after full seasons of mixed towing, off-roading, and daily driving, there are very few complaints about filtration performance.

The few who did push past 20,000 miles often noticed darker oil but no real oil pressure loss, meaning the media was probably still holding on longer than the oil itself.

On the Alfa Romeo side, Giulia and Stelvio owners love the stubby filter’s ability to fit their cramped 2.0L turbo engine bays without needing contortionist tricks at service time.

However, more than a few reports mention having to be careful with installation torque, since the aluminum filter mounts on Alfas are easy to strip if you overtighten.

Known Complaints You Should Know

No product gets it perfect, and the M1-113A had a couple of hiccups during earlier production runs. Filters manufactured around 2020 occasionally showed thread galling issues—meaning the threads felt rough or cross-threaded easily when spun onto the housing.

Mobil 1 quietly updated their production process afterward, and recent batches have been smooth.

Another common issue isn’t really the filter’s fault: over-torquing during installation. Like any spin-on filter, cranking it down too tight can deform the baseplate or crush the anti-drain-back valve, leading to leaks or noisy cold starts. Stick with a snug fit plus about ¾ of a turn, and those problems disappear.

5. Getting It Right: Installing and Maintaining the M1-113A

Tighten It Right—or Pay for It Later

Installing the M1-113A isn’t complicated, but it’s amazing how many headaches start with overthinking—or over-torquing—a simple spin-on filter.

The best approach is the old-school method that still works today: once the gasket contacts the engine’s mounting base, give it another ¾ turn by hand. If you want to get fancy and break out a torque wrench, aim for 12 to 15 ft-lb.

Cranking it tighter doesn’t make it seal better. It just risks crushing the gasket, warping the filter base, and making your next oil change a nightmare. Worse, it can crush the anti-drain-back valve, leading to noisy dry starts down the line.

Don’t Skip Gasket Prep

Before you spin the filter on, always dab a fingerful of fresh oil onto the new gasket. That tiny step lets the gasket slide into place smoothly instead of binding, twisting, or tearing.

It also makes the filter easier to remove next time without needing a breaker bar or destroying it with a strap wrench. Skipping this little prep step is one of the most common causes behind stuck filters and oil weeping after installation.

One more thing—double-check that the old gasket came off with the old filter. If it’s still stuck to the block, and you screw the new filter right on top, you’ll get a catastrophic leak the second you start the engine. Always wipe the mounting surface clean before installing the new one.

Working Around Tight Spaces in Alfa Bays

If you’re servicing an Alfa Romeo Giulia, Stelvio, or Tonale, engine bay access is brutally tight. The M1-113A’s short profile helps, but clearance is still tight against the turbo and intake piping.

A low-profile oil filter wrench works best here. Using a standard strap wrench risks slamming into surrounding components, and even hand-loosening can be tricky if you don’t have slim hands.

Taking a minute to route your hands around hoses before trying to spin it free saves a lot of frustration—and busted knuckles.

Playing Smart with Fleet and Oil-Life Monitors

If your truck or SUV runs an oil-life monitor (OLM), the M1-113A was designed to easily outlast the OLM’s calculated change interval when paired with synthetic oil.

For example, a 5.3L Silverado might call for an oil change every 7,500 to 10,000 miles, depending on driving style, and the M1-113A will comfortably cover that and then some. No need to second-guess the system—just reset the OLM after the oil change and drive worry-free.

If you’re doing fixed-interval changes (say every 5,000 miles regardless of oil life percentage), you’re well inside the M1-113A’s safe zone, and the filter will be barely broken in.

6. When the M1-113A Makes Sense—and When It Doesn’t

Where It Nails the Job

The M1-113A hits a sweet spot for a lot of drivers. If you’re maintaining a Silverado 1500, a Ram 1500, a Jeep Cherokee, or even an Alfa Romeo Stelvio, the M1-113A is almost tailor-made for what your engine expects.

It’s widely available across North America, whether you’re grabbing one from a big-box store, a dealer parts counter, or ordering online. That’s a huge plus if you value easy maintenance without having to hunt for specialty parts.

The real strength comes from how well its 20,000-mile rating lines up with most modern oil-life monitoring systems. Whether you’re following what your dashboard says or sticking to a once-a-year oil change routine, the M1-113A was built to last the distance without drama.

Its synthetic-blend media holds up longer than older cellulose filters, and the high 22 psi bypass pressure matches the cold-start oil surge found in truck-grade V-8s.

Where It Falls Short

While the M1-113A fits a wide range of vehicles, it’s not the right call for every situation.

If you’re running a newer GM truck from 2019 onward—the ones that moved to the PF64 cartridge system—you’re out of luck. The M1-113A won’t screw onto those engines, and trying to force it risks serious sealing problems.

Another limitation shows up if you’re dealing with extremely dirty operating environments or want maximum dirt-holding capacity. In those cases, a long-can filter like the PF63 offers more media surface area and can handle higher contaminant loads before bypassing.

It’s also not ideal for drivers who forget about maintenance entirely. Even though it’s rated for extended intervals, oil and filters are still consumables. Letting oil go 25,000 miles or more just because the filter might survive that long invites trouble elsewhere in the engine.

Making the Right Call: Quick Filter Strategy

If your vehicle still specs a spin-on filter, and you’re sticking within normal or slightly extended oil change intervals, the M1-113A is an easy recommendation.
If you’re crossing over into newer platforms with cartridge filters, high-output twin-turbo engines, or extreme service schedules, it’s time to check the specs carefully and possibly upgrade to newer filter families or designs.

In short, for late-2000s to mid-2020s vehicles using traditional spin-on mounts, the M1-113A remains a smart, dependable choice you won’t have to overthink.

7. Looking Ahead: Where Oil Filter Design Is Headed

The M1-113A still fits thousands of vehicles today, but it’s clear the ground under oil filter design is shifting fast. If you’re buying newer trucks or SUVs, it’s something you’ll need to stay ahead of.

General Motors already started moving much of its lineup over to the PF64 cartridge filter design around 2019. Instead of screwing on a sealed can, you now drop a bare cartridge into an integrated housing.

It’s cleaner for the environment, but not as quick and simple for driveway oil changers. Stellantis is following a similar path, especially with engines like the new 3.0L twin-turbo Hurricane six, which demands a 24 psi bypass cartridge that’s tuned for much higher oil pressures.

There’s another shift happening in the materials, too. Traditional cellulose and blended-media filters like the M1-113A are giving way to bio-fiberglass synthetic media.

These next-gen filters are being built to survive 30,000-mile drain intervals without choking or collapsing—mainly to meet tightening fuel economy and emissions standards. Mobil 1’s future oil filters will likely reflect this, leaning even more into extended-life designs.

If you’re sticking with 2007–2024 vehicles, the M1-113A is still right where you need it to be. But if you’re looking ahead to owning something newer, expect cartridge kits and ultra-long-life filters to become the new normal.

Final Thoughts

The Mobil 1 M1-113A delivers exactly what modern engines need when long oil change intervals and tight clearances are part of the game. It fits a huge range of GM trucks, Jeeps, Rams, and even Alfa Romeo turbos, handles high oil pressures without folding, and lines up perfectly with synthetic oil schedules up to 20,000 miles.

While newer vehicles are shifting toward cartridge setups and higher-spec filters, the M1-113A still covers a massive slice of real-world vehicles on the road today. If your engine calls for it, it’s a smart, no-drama choice that lives up to Mobil 1’s reputation for serious protection.