B767 Captain reported diverting to an alternate airport after receiving a R ENG FUEL FILTER EICAS message.

Narrative

On climbout from ZZZ we experienced multiple R ENG FUEL FILTER EICAS messages; the message went on and off 3-4 times. We continued climbing to enter VMC conditions. I was the PF. I passed the flight controls to the FO and began to execute the ENG FUEL FILTER NON-Normal procedure with the Relief Pilot.There was a note in the non-normal cautioning there is possibility of erratic engine operation and flameout of affected engine due to fuel contamination. The procedure also contained the following statement: The Captain must notify Dispatch and Maintenance Control as soon as possible to discuss the appropriate course of action. We elected to hold at ZZZZZ on the ZZZZZ1 SID at 20;000 feet clear of the shower activity overhead ZZZ in VMC and I contacted Dispatch and Maintenance Control via SATCOM. While contacting dispatch we also got a fuel filter status message.We discussed option of continuing to destination with Maintenance Control and as a crew we were unanimous that we were uncomfortable continuing X hours over water with the issue. We also had dispatch concurrence with that decision. So at this point we needed to decide on the diversion airport.Takeoff weight was approximately 440;000 lbs so we were considerably above max landing weight. We discussed overweight landing ramifications and fuel jettison along with the amount of time required to burn to max landing weight with our current situation. I quickly referenced the FOM diversion guide and emergencies/non normal sections for guidance. We elected to land overweight but to lessen our weight by jettisoning fuel while we were gathering information for a diversion airport selection and communicating with our flight attendants and passengers. We ran the FM fuel jettison checklist; coordinated with ATC and commenced to dump approximately 12;000 lbs while we were accomplishing these tasks.Ultimately we selected ZZZ1 as our safest most prudent diversion airport. There were several factors that led to this decision and all were weighed and discussed as a crew. The following factors led us to make the choice to divert to ZZZ1 sooner rather than to wait longer to land.We had decided it was not prudent to continue to destination due to engine/fuel concern. We did not think it then prudent to delay an extended time with such a problem; but rather to reduce weight by jettisoning some fuel and landing overweight.I consulted the overweight landing non-normal checklist; I was very familiar with it as it had been discussed at my Line Operational Evaluation training only days earlier. The two obvious diversion choices were obviously ZZZ and ZZZ1; both of which airports I was intimately familiar with. The weather at ZZZ was very strong gusty crosswinds to the longer runways and also very wet runways with rain showers. Stopping at ZZZ would be much longer with poorer runway conditions and the crosswinds were another threat on an overweight landing. The weather system moving through the area had not yet reached ZZZ1. The field conditions were MUCH better at ZZZ1 with winds right down the long runway XX. Consulting the overweight non-normal; it reminded me that the flap limit placard speed would be very very close to my target speed. One more threat for us would be to not exceed the flap placard speed as that would cause the flap load relief system to retract flaps to 20 at perhaps a critical moment during landing. The gusty winds in ZZZ would preclude me from landing flaps 30 at all and flaps 25 would still only provide me with a few knots buffer below placard speed. This was due to the stronger winds adding to my target speed. Even selecting the shorter runway XY at ZZZ to avoid crosswinds would not help with this issue. ZZZ1 had lighter winds resulting in a better safety margin with flap placard speeds; no crosswind and better field conditions aiding stopping overweight. For these reasons and also due to the fact that fatigue could be a performance factor for us individually; the decision to select ZZZ1 as our divert was made.I believe our decisions as a crew were well thought out with good CRM. While we were aware it would be more convenient for the company and passengers for us to go to ZZZ we felt ZZZ1 was a safer more prudent option and thus we landed uneventfully at ZZZ1.