Rodcodnito 00 I thought tech school taught me good , and they did, but the real world is a different place. Glad that I got to work with a lot of older guys over my career. I’ve been at it 20yrs so far, and what I’ve learned is to be humble, because as soon as you think Youre the man you get kicked in the butt with a whopper of a problem. and learn new stuff every day or it’s a wasted day.
Gale Banks has been THE MAN for me ever since I read about his 200mph Trans Am in Car and Driver back in 82. I was just a 10yr old kid, but I was hooked. Listen to this man.
Robert D. I vaguely remember a lot of that stuff in car mags. The first shop I worked in, the boss had a suburban with a 6.2 and one of his turbo kits. Wow that thing pulled very hard and was a tire roaster. I’d wager it would hang with a stock 1st gen power stroke from the late 90s. That was my first real experience of diesel power, I was hooked.
If gale were to start on the project of powering space vehicles they would all be deisel powered and have turbos big enough to suck oxygen from Earth's atmosphere from anywhere in our solar system.
@GM Kof hard That is bullshit. A rocket is a Combustion engine. give me 1 reason you could not run a diesel or gas engine. all you would need is your own oxygen supply just like a Rocket.
Gale Banks is a living legend, an inspiration to all gearheads, a patriot, and above all else; one hell of a nice guy. I wish that I had one ounce of his talent and intellect. Thanks for sharing with us all!
Cracking video. Very clever / inspirational man, always take something home from watching / hearing. Alot to be learnt from this guy that goes without doubt.
Honestly every one needs to watch this vid!! That way they can understand why a hardwear change the yields less boost on their fancy pillar gauge, while also making more power as a net gain
Gale banks is a brillant man , his knowlege , passion and curorosity to push limits and learn more. Is infectious to watch and what a guy that he wants to share all this. So enjoyable to watch , sucks u in and at the same time learning so much . Thanks gale !! We need to clone thousands of gale banks and put them in trade/ vocational schools to teach the younger generations and maybe this country can get back to the way it was turning out brillant engineers, machinist , mechanics and legendary entrepreneurs ie grumman, Northrop, ford etc etc all guys started out in there garage with the passion to learn and create !! Go gale ! Keep these great video coming ! Anyone reading this check out gales videos on differential covers there fascinating !!
Thank you Gale for putting all of this knowledge out in the open! Most of the performance industry shrouds itself in varying layers of secrecy to allow what they believe is a competitive advantage. It takes real balls to open your doors and mind to the world and put myths to rest and scientific fact in its place. The future of horsepower and efficiency relies on experience and real know how being passed down to the next generation, and you’re doing just that.
Mr. Banks. Sir: You are the absolute Best in explaining things when it comes to Diesel Horsepower. !! I wish I could shake your hand. ! God Bless you, I pray you are around a long time! I want to see where and how far you can take a Diesel Engine. Wish I knew all you knew. ! Lol
I know it's essentially an advertisement, but it is still really cool. It's cool that they can record what the engine is doing in the real world, and then precisely replicate those same conditions on a dyno....and then put a different engine on the dyno to see how it performs under those same conditions. It's like science or something.... :)
I have a strange suspicion that the aftermarket covers outperformed the stock cover. Either that, or banks is trying to get their own cover made for the last video.
He's working on his prototype diff cover to see if he can come up with something that works better. And they blew up they're Mustang dynamometer during testing; so Banks is waiting on it to be replaced.
This is exactly my concept for a honda based v8 build plan. Neutron engines k48. But boosted. Boost system designed to control air density air flow and air pressure. Engine is a hot vee set up. Helps with turbos. Given how twincharging has been used for some great results snd the effiencies you can theoretically reach it was my decision as long as i can hit weight targets. Under blower water to air set ups. Water to sir intercoolers can get high effiency. Thermal exchange laws. Colder fluid hotted gasses. Given how super works even oversized and under driven. More heat and a bit more losses once being fed turbo boost pressure. But 2 stage per cylinder head still means by the time i get to actusl manifold readings my temps can be rather low. Add in an interchiller system plumbed properly. Intake air gets boosted by turbo air gets cooled bsck down. Already dense and pressurized airflow hits super gets compressed again. Gets cooled again. Ve of supers is good. Can help mechanical and thermal effiencies. Turbos have great mechanical effiency but some downsides to exhaust backpressure. Free up those losses. Feee up blower losses. Reduce blower downsides. Engines gonna rev to 10500, but cams and some other stuff is gonna be partially limited for drivability concerns. Using a bit of the new oem set up of higher boosts to help just flow enough air into the engine at certain rpm points. Besides compression rstio issues and turbos damping the exhaust puleses. Idea is VE like a NA motor but further boosted by the turbo system. Increased thermal effiency. Reduced knock issues meaning less fuel consumption for cooling purposes. Along with tuning injector placement for similsr reasons. Work on fuel air mixing. Reducing all the restrictions. And then frictional losses rotational weight losses and other deflection based losses. Feel like a bigger motor. Need less fuel. Run reliably. And less stress on everything but most controllable powerband. Engine has full vtec. Each cam profile essentially only needs to serve roughly 5000rpms of the engine. Cylinder pressure sensor set up if i can. Air fuel per cylinder. Mass air fuel as well. Manifold pressure and temps. Density gauges. Probably atmospheric, but via pitot tubes set up so i can use those for aero tuning and as an imput for other stuff like traction control. Under body above body. Pressure differential. Not perfect but rough idea of ground effects downforce along with the static calcs for other components. But in general. Freezing cold fluid to highly efficient water to air set ups. 2 stages per each head. Peak effiencies for blowers and turbos but also providing rhe engine its best chance and essentially getting a safe antilag system. Fresh air bypass antilag valves. Vs blow off valves. Boost per gear and rpms. Low rpms low gears the boost is gonna be venting off quite a bit. Electronic wastegates on top. Control turbine speeds and compressor speeds. Booet the functional comoression ratio where needed like a race engine. Have that boosted car effiency. And still be able to have easy start ups. 2 functional engines and set ups in one. Blower bypass systems will work to essentially change the thing into a non series compound boost set up, for lower boost tunes. And then higher boost just runs compound boost. Hot vee plus twin charged plus some other scavenging benefits. Thermal effiency benefits help as well hot vee side and pressure differential side. Plus should help scavenging further in my combined cylinder cooling idea. Bit of valve overlap. The bit of escaped intake air will expand alot. Helping velocity if exhaust set up and turbos are accounted for properly. And if velocity is kept up it can help induction. Due to less knock risk. Better timing meaning less losses. More effiency. Less wasted fuel. Essentially should come down to just need to do a few valve train tweaks for full vtec. And combustion chamber tweaks. And improving low lift flow alot. Denser air on blowers reduces boost. Denser air on turbos increases actual achieved boost levels vs atmospheric. Final volumetric effiency should end up in the like 300 percent ish range give or take a 25 percsnt margin. Total effiency should end up 40s range.
"I define the future" - Gale Banks. Daaaamn, reminds me of The Smoking Tire podcast he did where he told the story of helping Volvo develop closed loop fueling with Volvo in the 70s. Damn right you define the future, Gale.
Mr. Banks, ever consider using the heat energy of fuels to calculate the fuel and MAD required to produce a given hp? It takes about 2550 BTUs to produce 1 hp and the BTU content of different fuels is easily found. Just another way of looking at what it takes to get the job done. Thanks for the videos.
Can't wait to see what he comes up with. That supercharged 540ci engine is really good at its job, it will be hard to dethrone. I HATE to say it, but part of me (and I really try to repress it..) wonders if electric wouldn't be the best solution for this. Doesn't need road trip levels of range, would benefit from instantaneous torque, and they'd be allowed to do many more indoor arenas without the noise and exhaust.
smith jones I think electric would be awesome in a monster truck since you’d have the instant throttle response and pretty much full torque available at any given RPM. Only problem with electric would be the weight of a motor and batteries capable of producing 1400HP, that would get much heavier.
The problem is about energy density. Let's just say you want to have a particular amount of fun. Let's say 500hp for 5 minutes is the same as having a few 1000hp shots and then roll around at 300hp for about 3 minutes. 5 minutes = 0.083 hours. 500*.083=41.6 horsepower hours. There are 745 watts in a horsepower. We'll need a 31 KWH battery. At 10lb per kwh, we're looking at 310 lbs of battery. That starts to look pretty awesome since Teslas sport 60-100 KWH batteries. Electrics aren't necessarily strong at low RPM. We gear them to do that. Electrics are what's called a fixed power device. I know you've seen this equation before. HP = (Torque * RPM)/5252. If you "fix" the power of the motor and change the speed, you get the following hyperbolic function. Torque = (HP*5252)/RPM So, for 500hp, at 2500 RPM, you get 1050 foot pounds. For 1500 RPM, 1750 foot pounds. For 5500 RPM, you get 477 foot pounds. Now, you're going to ask, "If Teslas are 660hp, why don't they make 1750 foot pounds?" All electric motors have what's called a breakdown torque. If you exceed this number, the motor will still produce torque, but it will also become a violent heater and require tremendous amounts of current. For example, 12 ga copper wire impedance is 0.15 ohms per 100 feet. If the coils in a Tesa motor are that long and run at 400 volts, and you shock the motor into a high load situation, you have a dead short over the motor. Amps = volts/resistance> 2667 amps. Electric wattage to horsepower =(volts*amps)/745. We end up with 1400hp of power draw on the battery, where 600hp makes it to the tires and the rest turns into heat. And not normal heat either. Think like a welder, but WAAAAY more violent. We weld with 150-300 amps. We're rolling 10-20 times that. A battery for an electric monster truck would need to be wired almost completely in series for high voltage to prevent the motor from reaching a breakdown torque situation. In honor of Gale Banks's philosophy of knowing how to either meet the need or kick its ass, I'm not saying this isn't possible, but there are implications. Will the motor controller handle the additional voltage? Knowledge of whether Tesla is using signal generators, phasers, or mosfets is difficult to isolate.
@@chevyon37s your talking about something that is defined by torque and rpm. The change will come when the electric motors and batteries and controller can sustain the amount of amperage required to give you the torque for the wheel speed.
@@Dr_Xyzt Very interesting post, thank you for writing it. I assumed one would need several hundred pounds of batteries to accomplish that (arbitrary guess). Now that I think about it, even with these truck's massive suspension travels, the batteries could be in for quite a beating. I imagine that can't be great for them, maybe some sort of damping solution would be in order.
Awesome video, cant wait for the next one. Cant help but think what you could do with a V-12 Rolls Royce or Radial engine that the Reno air racers use. Those guys are pretty sharp with what they do but maybe you could look at it in a different way.
Diesels are less effected by humidity than gasoline engines. As long as the air/fuel ratio is lean of stoichiometric, there is enough excess oxygen to burn all the fuel. At Cummins it was rare for us to get much richer than 22:1, as that was the threshold of visible smoke, and the temperature of the in-cylinder components would get unacceptably high. (Not to mention NOx emissions would go way up, too.)
Mr. Banks- I'm spitwadding this ,but the monster trucks want virtually instant on/ off on power. I know the diesel has made huge gains in the flexibility area, but it still seems to me to be a reach for that application - I'm wondering if an Allison 6 speed Auto trans ( a custom CVT?) might allow the engine to be better designed to operate in a smaller rpm spectrum? The other is to use the technology the V-22 uses to transfer engine power from side to side to run big gear rotor (Honda Patent?) pumps and motors to push the wheels- even in the donuts, the vehicle speed across the ground is less than 40-50 mph. I do realize that Monster truck shows are like wrestling- mostly staged and predicted, so the rip and snort of an engine going back and forth from a low load high idle to full on max power will be different- but so will the diesel's lower and narrower power band in a "conventional" application (usual trans and 4wd splitters). I'm not challenging what you can do- I'm like many here- a motor head with out much diesel knowledge. I'm ready for a baseball bat dose if it's offered!
10:45 when you use Different fuels. The fuel to air ratio is REALLY, B.T.U. per pounds of oxygen. Plus ➕ , these fuels have different weights (per gallon). The difference between Diesel weight and propane weight is huge. Very interesting, is that, high quality fuels all look the same at different temperatures. They all look like WATER, just a clear liquid. Diesel @ 65*F Gasoline @ minus 10*F Alcohol @ 32*F Propane @ minus 250*F
Calculating horsepower from air mass flow/engine RPM (2:05)? That's such an elegant solution. If you know displacement, MAD, RPM, fuel type and A/F, you effectively know the power being generated at the cylinder.
I think the product would be great, if you could have it connected to a phone or a tablet wirelessly to read the data immediately after it’s been logged.
I’ve been asking this question and customer service won’t answer it. If you use the the iDash and AirMouse, how do you get manifold humidity and manifold temperature after the inter cooler since that changes both? Waiting.
A Diesel with a huge blower only would be insane. Then wouldn't mind the diesel, the lag is what we dislike. Maybe the blower needs a 2/3 speed transmission to cope with the demands
you need a big roots blower big high flow cylinder heads, a large rpm range, and a high stall converter and you'll have a monster truck diesel. the Duramax 6.6 has the right layout, but the cylinder heads don't flow enough, billet block amd head cummins 6bt be the best choice, and lighten the block.
I am 52 yrs old, could I be that “kid” sweeping the floor, hell I even sharpen pencils for you I know I would learn more in a week than any school could teach me. Ok damn lucky I don’t live closer to California I be that fly on the wall.
If done correctly there will be none. Gale touched on it briefly. Black smoke is unburnt fuel. When properly tuned and set up there will be minimal "soot" And you could always throw a DPF into the exhaust for added soot reduction.
With my old VW diesel, the tail pipe stayed shiny and clean...but the exhaust on my new GTI is sooty black. Remind me, which one is supposed to be an environmental hazard?
I’m not sure if you have been in a confined space with a methanol or alcohol engine. But it is very hard to breath and stings your eyes. Hence why fed drivers wore goggles and breathing masks
Learn more per episode than 20 months school. If wasn't for the old guys teaching me I wouldn't know anything.
Turns it into practical knowledge.
Rodcodnito 00
I thought tech school taught me good , and they did, but the real world is a different place. Glad that I got to work with a lot of older guys over my career.
I’ve been at it 20yrs so far, and what I’ve learned is to be humble, because as soon as you think Youre the man you get kicked in the butt with a whopper of a problem.
and learn new stuff every day or it’s a wasted day.
if I were a betting man Id say this guy taught chuck norris karate
I was lucky enough to have a pair of retired Air Force A&P's for High School auto shop.
The Old boys are everything. We must learn as much from thier generation before their gone.
Gale Banks is a class act. Probably the coolest Grandpa ever.
Gale Banks has been THE MAN for me ever since I read about his 200mph Trans Am in Car and Driver back in 82. I was just a 10yr old kid, but I was hooked. Listen to this man.
Robert D.
I vaguely remember a lot of that stuff in car mags.
The first shop I worked in, the boss had a suburban with a 6.2 and one of his turbo kits.
Wow that thing pulled very hard and was a tire roaster.
I’d wager it would hang with a stock 1st gen power stroke from the late 90s.
That was my first real experience of diesel power, I was hooked.
With Gale Banks in the world, interstellar space travel will happen using the internal combustion engine.
Victor Riceroni where’s the oxygen going to come from?
@@aksleder907 Gale Banks will figure that out.
If gale were to start on the project of powering space vehicles they would all be deisel powered and have turbos big enough to suck oxygen from Earth's atmosphere from anywhere in our solar system.
@GM Kof hard That is bullshit. A rocket is a Combustion engine. give me 1 reason you could not run a diesel or gas engine. all you would need is your own oxygen supply just like a Rocket.
They launch so hard they don't have to run in space just haul ass drifting
Great stuff! I'm still waiting with anticipation for your next video on the rear differential covers!
He has a video out already. !
Here's the link
th-cam.com/video/0PMvVcsU3PE/w-d-xo.html
That video is from 25 days ago though...
yeah me too, i said bling at the beginning
I wish I could sit and listen to him talk all day. The knowledge that pours out of this man when he talks is incredible!
Gale Banks is a living legend, an inspiration to all gearheads, a patriot, and above all else; one hell of a nice guy. I wish that I had one ounce of his talent and intellect. Thanks for sharing with us all!
Nice to see a guy making these videos that doesn’t need the money, thanks gale.
Can’t wait for these upcoming videos...Gale is the ultimate turbo and engine guru....
Cracking video. Very clever / inspirational man, always take something home from watching / hearing. Alot to be learnt from this guy that goes without doubt.
I could listen to this guy all day long what genius if I knew 1/16 this guy has forgotten I'd b doing something thank good for men like Gale Banks
He truly is inspirational when it comes to the diesel world. When he talks you listen
Honestly every one needs to watch this vid!! That way they can understand why a hardwear change the yields less boost on their fancy pillar gauge, while also making more power as a net gain
Gale banks is a brillant man , his knowlege , passion and curorosity to push limits and learn more. Is infectious to watch and what a guy that he wants to share all this. So enjoyable to watch , sucks u in and at the same time learning so much . Thanks gale !! We need to clone thousands of gale banks and put them in trade/ vocational schools to teach the younger generations and maybe this country can get back to the way it was turning out brillant engineers, machinist , mechanics and legendary entrepreneurs ie grumman, Northrop, ford etc etc all guys started out in there garage with the passion to learn and create !! Go gale ! Keep these great video coming ! Anyone reading this check out gales videos on differential covers there fascinating !!
Reason why im trying to graduate egineering and trying to finish my automotive and learn import tuning i idolize mr.banks since i was 16
Wow! Thank you for an succinct explanation of air to fuel to power! These videos just keep getting better!
Amazing to be able to tune in every week and go deep with an actual Legend
Gale banks is super smart. I love listening to this young cat. Nice monster fridge in the background.
Thank you Gale for putting all of this knowledge out in the open! Most of the performance industry shrouds itself in varying layers of secrecy to allow what they believe is a competitive advantage. It takes real balls to open your doors and mind to the world and put myths to rest and scientific fact in its place. The future of horsepower and efficiency relies on experience and real know how being passed down to the next generation, and you’re doing just that.
Mr. Banks. Sir:
You are the absolute Best in explaining things when it comes to Diesel Horsepower. !! I wish I could shake your hand. ! God Bless you, I pray you are around a long time!
I want to see where and how far you can take a Diesel Engine.
Wish I knew all you knew. ! Lol
Thanks so much to you and your team. Producing these videos for us all to learn with and from you is really a charitable thing to do.
Thank you.
"Hi, im Gale Banks. And this is my Master Class!"
I cant wait to see the innovations that come from this endeavor.
Love this man knowledgeable and uses common sense to speak
This channel needs more subs- so many people missing out.
Love this channel! Mr.banks has quickly turned me into a huge diesel fan!
It is stuff like this that makes Gale Banks my tuning hero.:)
I know it's essentially an advertisement, but it is still really cool. It's cool that they can record what the engine is doing in the real world, and then precisely replicate those same conditions on a dyno....and then put a different engine on the dyno to see how it performs under those same conditions. It's like science or something.... :)
All that blown Duramax in the background, such a tease.
This is great stuff Gale! I love the work you do for the automotive industry.
Thank you Banks for your videos
They are best school for me
Keep it up
Would you please give my TH-cam racing channel a Subscribe
When the professor starts to speak everyone stops to listen!
Thanks, Gale I love your teachings and look forward to more great videos.
What happened to the Diff videos leaving us hanging????
I have a strange suspicion that the aftermarket covers outperformed the stock cover. Either that, or banks is trying to get their own cover made for the last video.
They don't really get any money out of that project so my guess is they work on them when they're less busy.
@Galebanks what’s the deal buddy
He's working on his prototype diff cover to see if he can come up with something that works better. And they blew up they're Mustang dynamometer during testing; so Banks is waiting on it to be replaced.
My guess is patents are being worked to stop the copy cats.
Gale Ive been an avid fan for years. . . I hope your around for many more . . . . . Keep up the extaordinary work please!!!!!
Gale banks, you're simply the COOLEST guy ever! Love it! MAD is the way to go!
This is exactly my concept for a honda based v8 build plan. Neutron engines k48. But boosted.
Boost system designed to control air density air flow and air pressure.
Engine is a hot vee set up. Helps with turbos. Given how twincharging has been used for some great results snd the effiencies you can theoretically reach it was my decision as long as i can hit weight targets.
Under blower water to air set ups. Water to sir intercoolers can get high effiency. Thermal exchange laws. Colder fluid hotted gasses.
Given how super works even oversized and under driven. More heat and a bit more losses once being fed turbo boost pressure. But 2 stage per cylinder head still means by the time i get to actusl manifold readings my temps can be rather low.
Add in an interchiller system plumbed properly.
Intake air gets boosted by turbo air gets cooled bsck down. Already dense and pressurized airflow hits super gets compressed again. Gets cooled again.
Ve of supers is good. Can help mechanical and thermal effiencies. Turbos have great mechanical effiency but some downsides to exhaust backpressure.
Free up those losses. Feee up blower losses. Reduce blower downsides. Engines gonna rev to 10500, but cams and some other stuff is gonna be partially limited for drivability concerns. Using a bit of the new oem set up of higher boosts to help just flow enough air into the engine at certain rpm points.
Besides compression rstio issues and turbos damping the exhaust puleses. Idea is VE like a NA motor but further boosted by the turbo system. Increased thermal effiency. Reduced knock issues meaning less fuel consumption for cooling purposes. Along with tuning injector placement for similsr reasons.
Work on fuel air mixing. Reducing all the restrictions. And then frictional losses rotational weight losses and other deflection based losses.
Feel like a bigger motor. Need less fuel. Run reliably. And less stress on everything but most controllable powerband. Engine has full vtec. Each cam profile essentially only needs to serve roughly 5000rpms of the engine.
Cylinder pressure sensor set up if i can. Air fuel per cylinder. Mass air fuel as well. Manifold pressure and temps. Density gauges. Probably atmospheric, but via pitot tubes set up so i can use those for aero tuning and as an imput for other stuff like traction control. Under body above body. Pressure differential. Not perfect but rough idea of ground effects downforce along with the static calcs for other components.
But in general. Freezing cold fluid to highly efficient water to air set ups. 2 stages per each head. Peak effiencies for blowers and turbos but also providing rhe engine its best chance and essentially getting a safe antilag system. Fresh air bypass antilag valves. Vs blow off valves. Boost per gear and rpms. Low rpms low gears the boost is gonna be venting off quite a bit. Electronic wastegates on top. Control turbine speeds and compressor speeds. Booet the functional comoression ratio where needed like a race engine. Have that boosted car effiency. And still be able to have easy start ups. 2 functional engines and set ups in one. Blower bypass systems will work to essentially change the thing into a non series compound boost set up, for lower boost tunes. And then higher boost just runs compound boost.
Hot vee plus twin charged plus some other scavenging benefits. Thermal effiency benefits help as well hot vee side and pressure differential side. Plus should help scavenging further in my combined cylinder cooling idea. Bit of valve overlap. The bit of escaped intake air will expand alot. Helping velocity if exhaust set up and turbos are accounted for properly. And if velocity is kept up it can help induction.
Due to less knock risk. Better timing meaning less losses. More effiency. Less wasted fuel. Essentially should come down to just need to do a few valve train tweaks for full vtec. And combustion chamber tweaks. And improving low lift flow alot.
Denser air on blowers reduces boost. Denser air on turbos increases actual achieved boost levels vs atmospheric.
Final volumetric effiency should end up in the like 300 percent ish range give or take a 25 percsnt margin. Total effiency should end up 40s range.
"I define the future" - Gale Banks. Daaaamn, reminds me of The Smoking Tire podcast he did where he told the story of helping Volvo develop closed loop fueling with Volvo in the 70s. Damn right you define the future, Gale.
Man this just got interesting.
The man is a Wizard... A Legend ...
Mr. Banks, ever consider using the heat energy of fuels to calculate the fuel and MAD required to produce a given hp? It takes about 2550 BTUs to produce 1 hp and the BTU content of different fuels is easily found. Just another way of looking at what it takes to get the job done. Thanks for the videos.
Mr. Gale banks inspired me a lot bieng a student
Learned more in one video than my whole highschool physics class.
"To equal it...or kick it ass"
-Gale Banks-
😂😂😂😂
This man has forgot more than all of us even know about motors
This series is gonna be fun.
Can't wait to see what he comes up with. That supercharged 540ci engine is really good at its job, it will be hard to dethrone. I HATE to say it, but part of me (and I really try to repress it..) wonders if electric wouldn't be the best solution for this. Doesn't need road trip levels of range, would benefit from instantaneous torque, and they'd be allowed to do many more indoor arenas without the noise and exhaust.
smith jones I think electric would be awesome in a monster truck since you’d have the instant throttle response and pretty much full torque available at any given RPM. Only problem with electric would be the weight of a motor and batteries capable of producing 1400HP, that would get much heavier.
The problem is about energy density.
Let's just say you want to have a particular amount of fun. Let's say 500hp for 5 minutes is the same as having a few 1000hp shots and then roll around at 300hp for about 3 minutes. 5 minutes = 0.083 hours. 500*.083=41.6 horsepower hours. There are 745 watts in a horsepower. We'll need a 31 KWH battery. At 10lb per kwh, we're looking at 310 lbs of battery. That starts to look pretty awesome since Teslas sport 60-100 KWH batteries.
Electrics aren't necessarily strong at low RPM. We gear them to do that.
Electrics are what's called a fixed power device.
I know you've seen this equation before. HP = (Torque * RPM)/5252.
If you "fix" the power of the motor and change the speed, you get the following hyperbolic function. Torque = (HP*5252)/RPM
So, for 500hp, at 2500 RPM, you get 1050 foot pounds. For 1500 RPM, 1750 foot pounds. For 5500 RPM, you get 477 foot pounds.
Now, you're going to ask, "If Teslas are 660hp, why don't they make 1750 foot pounds?"
All electric motors have what's called a breakdown torque. If you exceed this number, the motor will still produce torque, but it will also become a violent heater and require tremendous amounts of current. For example, 12 ga copper wire impedance is 0.15 ohms per 100 feet. If the coils in a Tesa motor are that long and run at 400 volts, and you shock the motor into a high load situation, you have a dead short over the motor. Amps = volts/resistance> 2667 amps. Electric wattage to horsepower =(volts*amps)/745. We end up with 1400hp of power draw on the battery, where 600hp makes it to the tires and the rest turns into heat. And not normal heat either. Think like a welder, but WAAAAY more violent. We weld with 150-300 amps. We're rolling 10-20 times that.
A battery for an electric monster truck would need to be wired almost completely in series for high voltage to prevent the motor from reaching a breakdown torque situation. In honor of Gale Banks's philosophy of knowing how to either meet the need or kick its ass, I'm not saying this isn't possible, but there are implications. Will the motor controller handle the additional voltage? Knowledge of whether Tesla is using signal generators, phasers, or mosfets is difficult to isolate.
@@chevyon37s your talking about something that is defined by torque and rpm. The change will come when the electric motors and batteries and controller can sustain the amount of amperage required to give you the torque for the wheel speed.
@@Dr_Xyzt Very interesting post, thank you for writing it. I assumed one would need several hundred pounds of batteries to accomplish that (arbitrary guess). Now that I think about it, even with these truck's massive suspension travels, the batteries could be in for quite a beating. I imagine that can't be great for them, maybe some sort of damping solution would be in order.
Until the batteries blow up from being jarred constantly
The most educative content at i have seen
This just makes me smile
Best quote, "I dont do it the old way. I define the future!"
Awesome video, cant wait for the next one. Cant help but think what you could do with a V-12 Rolls Royce or Radial engine that the Reno air racers use. Those guys are pretty sharp with what they do but maybe you could look at it in a different way.
Diesels are less effected by humidity than gasoline engines. As long as the air/fuel ratio is lean of stoichiometric, there is enough excess oxygen to burn all the fuel. At Cummins it was rare for us to get much richer than 22:1, as that was the threshold of visible smoke, and the temperature of the in-cylinder components would get unacceptably high. (Not to mention NOx emissions would go way up, too.)
So much information and knowledge.......i feel dizzy
Impressive Mr Banks!!
I love my diesels, but not in my mud truck, or monster truck. Wheel speed, and throttle response. I'm sure Mr. Banks can figure that out, but cost?
Feels like I’m back in thermodynamics class.
‘I define the future”. God damn.
Gale Banks is the Bob Ross of horsepower.
Excellent information, thanks.
Love it keep the videos coming
I couldn't click this video fast enough once I saw it.
Mr. Banks- I'm spitwadding this ,but the monster trucks want virtually instant on/ off on power. I know the diesel has made huge gains in the flexibility area, but it still seems to me to be a reach for that application - I'm wondering if an Allison 6 speed Auto trans ( a custom CVT?) might allow the engine to be better designed to operate in a smaller rpm spectrum? The other is to use the technology the V-22 uses to transfer engine power from side to side to run big gear rotor (Honda Patent?) pumps and motors to push the wheels- even in the donuts, the vehicle speed across the ground is less than 40-50 mph. I do realize that Monster truck shows are like wrestling- mostly staged and predicted, so the rip and snort of an engine going back and forth from a low load high idle to full on max power will be different- but so will the diesel's lower and narrower power band in a "conventional" application (usual trans and 4wd splitters). I'm not challenging what you can do- I'm like many here- a motor head with out much diesel knowledge. I'm ready for a baseball bat dose if it's offered!
Absolutely Brilliant!
10:45 when you use Different fuels. The fuel to air ratio is REALLY, B.T.U. per pounds of oxygen. Plus ➕ , these fuels have different weights (per gallon). The difference between Diesel weight and propane weight is huge. Very interesting, is that, high quality fuels all look the same at different temperatures. They all look like WATER, just a clear liquid.
Diesel @ 65*F
Gasoline @ minus 10*F
Alcohol @ 32*F
Propane @ minus 250*F
So gratefull!!!
Please keep update hello from italy!!!
Cool video thanks again banks
Great videos
Keep them coming!
Calculating horsepower from air mass flow/engine RPM (2:05)? That's such an elegant solution. If you know displacement, MAD, RPM, fuel type and A/F, you effectively know the power being generated at the cylinder.
Gotta admit though, nothing sounds better than a big block at nearly 8000 rpm making 1500 hp
Where's the diff cover update???
10:55 If somebody’s burning hydrazine, y’all need to evacuate!
I think the product would be great, if you could have it connected to a phone or a tablet wirelessly to read the data immediately after it’s been logged.
Thanks for another great video.
Love the content. Keep it coming!
5.9 crazy Carl blower system with a switchblade Turbo
When is the last diff cover video coming out?
Woot woot 🙌🏼
Hmmm, real data is better than guessing. Who-da-thunk-it? Good work and thanks for the video. Are you going to make intakes and exhaust for the ZR2?
I’ve been asking this question and customer service won’t answer it. If you use the the iDash and AirMouse, how do you get manifold humidity and manifold temperature after the inter cooler since that changes both? Waiting.
A Diesel with a huge blower only would be insane. Then wouldn't mind the diesel, the lag is what we dislike. Maybe the blower needs a 2/3 speed transmission to cope with the demands
I would run over everything trying to drive something like that in such a small arena!
you need a big roots blower big high flow cylinder heads, a large rpm range, and a high stall converter and you'll have a monster truck diesel. the Duramax 6.6 has the right layout, but the cylinder heads don't flow enough, billet block amd head cummins 6bt be the best choice, and lighten the block.
Awesome stuff
what a legend
Exellent work
When I get my top fuel dragster (lol) I'm a get banks to tune it. 😉
Its like listening to the Bob Ross of engine building.
I love that he threw hydrazine in there... we all need highly toxic rocket fuels lmao
Does the idash 1.8 data logger work with any OBD2 car?
Who else here wants to see Gale Banks at UCC 2019?
What diesel engine are you going to build for the monster truck?
Thats what this series is building up to.
$5 says his version of the L5P
No matter what diesel he builds , powerstroke, Cummins or Duramax, it's going to be awesome.
Lots of folks have asked, what about all of the extra weight a diesel carries with it ?
The truck won't feel the weight gain.
@@bankspower Do you have an engine weight gain calculation yet vs. the Big Block Chevy ?
@@Garth2011 We haven't weighed it. We don't believe the weight gain will affect the truck's performance.
Damn. The driver of monster mutt takes more bangs to his lower back than stone cold Steve Austin... 😱
Also, has this man just obsoleted Dyno machines?
I am 52 yrs old, could I be that “kid” sweeping the floor, hell I even sharpen pencils for you I know I would learn more in a week than any school could teach me.
Ok damn lucky I don’t live closer to California I be that fly on the wall.
Oh I can imagine all the people complaining about the air quality from the soot with a diesel monster truck running indoors.
If done correctly there will be none. Gale touched on it briefly. Black smoke is unburnt fuel. When properly tuned and set up there will be minimal "soot" And you could always throw a DPF into the exhaust for added soot reduction.
With my old VW diesel, the tail pipe stayed shiny and clean...but the exhaust on my new GTI is sooty black. Remind me, which one is supposed to be an environmental hazard?
Black smoke is unburned diesel fuel, not oil.
Your statement@@monsterram6617 is an explanation. That proves me correct. LMAO AHAHAHAHAHA
I’m not sure if you have been in a confined space with a methanol or alcohol engine. But it is very hard to breath and stings your eyes. Hence why fed drivers wore goggles and breathing masks
Why don 't you do a turbocharged top fueler / funnycar engine next
shoominati23 he has already that done with a diesel drag truck ten years ago. Not quite funny car fast, but very fast none the less.
Magic words @ 10:45 to 11:25
I just wonder why there hasn't been a 10 000 tq diesel yet 😉
I fucken love Gale Banks HAHA
Where is part 4 you have my attention
We haven't shot it yet. We start shooting again next week when we load a new L5P Duramax into Dyno Cell No. 2.
@@bankspower sounds great 👍👍