GM's intent was not to retain oil in the pickup tube for priming. Oil trapped in the pickup tube is a byproduct of the use of a weld nut, used to allow for proper thread engagement on the drain plug to avoid stripping the threads, but, directed inwards as to not make the drain plug a low point on the pan. This results in a pool of oil at the bottom of the sump, and thus a pickup tube will retain additional contaminated oil. We've measured the time-to-pressurization with both the stock and Banks pans. In both cases, the time is negligible. Additionally, when the engine manufacturer first fires the engine, there is no oil in the pickup tube. They rely on residual oil applied during the build phase. This oil remains on the bearing surfaces for quite some time. In other words, even if the oil or pan change takes two days, there is a protective film remaining. There is no risk of dry-firing the engine. More harm is caused by dirty oil at the bottom of the sump than the few milliseconds that it takes oil to travel up the tube. Where the oil sits in the pan and pickup tube in relation to the pump before, during, and after start-up, was not left to guesswork. The "trapped condition" of the oil in the pickup tube on the stock pan is actually a temporary condition due to the wetted oil pump gears, but eventually, the static level in the stock pan and pickup will reach an equilibrium to one another as the oil pump is not an absolute perfect seal. The equilibrium is overshadowed by the fact that the oil is still trapped due to the weld nut anyway, and cannot be drained. It just so happens that the faster you drain the oil on a stock pan after turning the engine off, the more oil you'll have trapped in the pickup tube. Additionally, the reverse is true. The pressure of the total oil capacity when re-filling the system with a Banks pan means oil can be forced up into the pickup tube prior to start up, as air can be pushed back up through the oil pump gears. Hundreds of hours of tests were performed during the development of the JLTV oiling system, which shares geometry with the pan in this video. A similar pan design can be found in more than 30,000 JLTV (Joint Light Tactical Vehicles) powered by Banks D866T Duramax L5P-based engines, all with zero oil pressurization issues in the field. We would have liked to have shared video footage of the oil level and pressurization tests. You've never seen so many clear graduated tubes running in and out of an engine before. Unfortunately, this footage is classified.
@@bankspower Thanks for clarifying. When viewers and customers are used to in-depth, data-rich presentations as seen with the differential cover, the "old oil bad" just feels more marketing driven than data driven. I would have loved to see a demonstration on the road or dyno where the truck is derating due to oil temperature with the stock pan compared to the Banks pan. I didn't even know that was a thing before this video, so I did learn something, but actually seeing it would have been even better.
I don't know if this is true or not, but I've heard that many shops are simply vacuuming oil out of the pan through the dipstick tube via small suction hose these days. If that's the case (removing vs draining the oil), is that not a simple solution to this problem?
The fact that you can remove the oil pan without disassembling half the truck amazes me. Did GM engineers screw up and make at least 1 item user serviceable?
Great observation. Modern vehicles are designed to make the dealer money after the purchase. What a huge difference between an older vehicle and a modern one.
If you didn't notice, they unbolted a cross member that was in the way. Which is still minimal Edit: still better than a Ford where the cab needs to be removed for some engine services.
I'm already a fan of Banks, but seeing these in depth videos about the design and thought process that goes into your products always blows me away. Banks Engineering is the embodiment of 110%. At least compared to the rest of the industry.
Probably a good approach to sell oil pans to people with OCD. I used to service time clocks at diesel locomotive maintenance facility. I asked them "how often they changed the oil" and they laughed. They said when an oil analysis indicated problems, they might add 50 gallons or so, to "freshen it up".
Locomotives burn oil so fast that just adding oil keeps it good enough. Every time it goes to a shop or fuel pad it has oil added- often while running. If engine oil shows water or fuel contamination, it goes in for service to investigate why. Oil changes only happen if it's significantly contaminated or when the engine gets overhauled.
Interdasting. It's also worth noting that turbofan jet engines never change the oil, it's always topped up, and only fully changed when the engine is overhauled
The reality is you can never drain every drop of oil from all engines, and that's OK. Duramax engineers prioritized a drain plug hole with more threads so it's less likely to strip, and a pickup tube that stays submerged so there are no dry starts. Just change your oil according to the schedule and stop worrying about it. Spend money on something else instead. Edit: Poor wording on my end, I didn't mean to claim I know why GM decided to make the stock oil pan the way they did. Everything with parts design and manufacturing is a compromise and cost is a big factor. I do still recommend not worrying about it and just change your oil according to the schedule and your engine will last a long time. Spend money instead on quality full synthetic oil and a quality filter. Banks is a company like any other and exists to make money... but it does seem like they are genuinely passionate about what they do.
They could have put the drain plug on the side though like many other engines have, and retained the same amount of threads. But I agree, most diesel engines especially those with a water to oil heat exchanger, have had a quart or more of oil that stays in either the oil cooler or the pan since the 1980s or even further back. My friend's 82 Oldsmobile Toronado diesel holds probably a quart of oil in the oil cooler when the oil is drained. It has 650,000 miles on the original engine with the only non original internal engine parts being head gaskets/head studs, rocker arms, and timing chain. I think a much better place to spend the money on a diesel is a bypass oil filter, especially a centrifugal one. That will actually remove the soot from the oil, make the oil last longer, and increase the life of the engine. And a centrifugal bypass filter costs less, in some cases, than one of these pans.
Yeah. And this video acts like "ONE DIRTY QUART TRAPPED FOREVER". That's almost verbatim what he says and it just isn't accurate. It isn't "trapped for the life of your engine", it is mixed with the rest of the oil and most of the "old" oil is changed when the "new" oil is changed. It is more accurate to say that in an oil change about 10% of the oil cannot be drained and is retained, but I'm sure the engineers thought of that (it is true to an extent on every single car anyway) when they designed the oil, the engine, and the oil change interval. If you changed the oil every 5000mi, then after the first oil change your oil is 90% new oil and 10% oil with 5000mi average would be 500mi of use across the oil. Right before the second change your oil would be 90% 5000mi and 10% 10,000mi, average of 5,500..... Right before your third oil change you would have 90% at 5000mi, 9% at 10000mi, and 1% at 15000mi - average of 5,550mi. This is all something that can absolutely be accounted for and as time goes on the average age will change less and less to the point it quickly becomes irrelevant - something like 5,555mi.
@ I have a very hard time believing, absent any actual data, that there are some kind of magical particulates that will be large and heavy enough to fall out of hot oil in the time it takes to drain but that wouldn’t be caught in an oil filter. Doesn’t make much sense.
No arguments that your oil pan is a much better design but if you’re saying the 1 quart of oil is trapped in the stock pan forever then it’s not circulating through the engine and u as thus is not a problem? Wouldn’t it circulate through the engine every time it runs and be diluted by 90% every time you change the oil? I don’t see how you can have it both ways at the same time saying it stays there forever, but it’s also circulating through your engine potentially causing damage. Either it’s not circulating and thus not much of an issue or it’s circulating every time the car runs and filtered and not really an issue.
@@castlegarage6969 yeah, I didn’t look to see how much it cost, but it does not look cheap! I think they are framing the issue to be much worse than it is…. And unless I’m missing something in the process being a bit misleading… in an effort to sell oil pans. 🤷
So you must have spacial awareness issues, but yeah when you drain the oil the particulate falls to the bottom and is not extracted, but when you add more oil in and start the engine the particulate starts flowing through the engine.
@@3magikarpinamansuit281 and that is why a good oil filter is important to catch all of these highly elusive particles you speak of.😏. You know, the ones that somehow magically appear right after you replace 90 % of your oil…
I mean, yeah there's a bit of old oil in the engine, but there's always dirty oil stuck in the oil galleys, the oil cooler, etc, too. If you do regular oil changes, this is a total non-issue, as that dirty oil will be immediately diluted by all the fresh oil. This is a solution looking for a problem.
Yeah I'm a bit confused. The oil gets mixed up every time the vehicle is started and driven, and then even if some residual remains it'll mix with fresh oil at every oil change. May not be ideal, but doesnt sound like much of a problem. The Banks piece does look nice having additional quantity and cooling ability, but I think most typical owners will not benefit from it.
Yup. The 7.3 Powerstroke holds a lot more old oil and is known for great longevity, that is evidence that leftover oil is a non-issue. I remember working trucks that had an on-board oil changer that changed about 1/10 of the oil as they were running, that was enough for the manufacturer to allow for almost doubling the miles between oil changes. I was working at an International dealership but I think those trucks had Cat engines, not sure.
The issue isn't necessarily old oil though. If there is foreign material in the oil, the stuff that is heavier will sink to the bottom where it won't get drained out. In every single engine you'll have a measurable amount of oil left in after a simple oil change. I've seen engines sit for years without an oil pan and they still have oil dripping out
@@xlegit13And that real heavy stuff will sit there in perpetuity... if it does happen to get picked up, it's getting trapped in the filter. There's no real issue.
Ya I'm not concerned at all about 10% or less residual. It's diluted each change and the filter will catch the particulate. Weird to see this from banks honestly
So when you let your car cool down to change the oil all the particles will gather at the bottom and not be extracted allowing them to flow around your engine.
Videos like this always catch my attention and interest simply due to the sheer knowledge of the topics being discussed/covered/spoken about and the type of understanding you guys have where you’re able to explain it all in simple terms so anyone off the street can understand what you’re talking about. These types of products and videos also make me wish two things: 1) That you guys at Banks would make these fluid cooling products for all the engines you’ve made parts for over the years. 2) That y’all would just hurry up and produce your own vehicles from the ground up that’re maximized for performance, longevity, and ease of maintenance for the civilian market. Lord knows y’all would make a better off-the-line product then what the OEM’s have been putting out for a good while now.
@@bradzimmerman3171 Dmax is owned by General Motors with GM/DMAX owning 100% of the intellectual property on the L5P. Duramax is a past venture for Isuzu for a number of years now. Even better, Duramax engines are built right here at home in Brookville and Moraine, OH
I had a 3 lite. Caravan engine rebuilt years ago. The licensed Dodge mechanic did a wonderful job,but the very last thing he done was apply RTV to the oil pan. Within two months my engine was finished. When the oil pan was removed, we found RTV in the sump. The engine starved to death. It may be OK for some applications,but certainly not oil pans. Super video,thanks,Lester
Manufacturers number 1 objective when building trucks is cost cutting, while engineering the truck to last the warranty period. (Which sometimes they fail miserably) After that, you're on your on. :)
A 7.3 powerstroke with the HEUI injection system holds at least a quart of oil between the HPOP and the passages in the heads and with good, normal maintenance don't seem to have any problems going a half million miles or more.
When I had my 99 7.3 which I had for 20 years. I would remove the allen bolt on top of the pump and suck what ever oil I could If I remember correctly it was roughly 22 oz. So I would put whatever I sucked out back in with fresh oil and continue with my oil change 😇😊😎
@ericduran9994 you've probably got that much more in the oil galleries in the head and block. I've seen some rather heated discussions on whether drain the hpop or not.
I have just been educated. Oil coolers on transmissions have been used for decades and this is the first time I have seen an attempt to cool sump oil. Very clever design as most pans are pressed steel or molded plastic. This aluminium design is a big winner here and it would be terrific business for Banks Power if they could sell their design or manufacture them for the new vehicles being manufactured in the USA and even worldwide car makers. I'm impressed.
I bet gale is working on a system that separate the two components so you can more easily work on the trucks. Let’s be real though bro, he’s resigning a cradle that’ll take some time
I believe Mag-Hytec makes a replacement lower oil pan for the 6.7 powerstroke that moves the drain plug vertical to allow more oil to drain and it also adds two quarts bringing the capacity up to 15 quarts, equal to the old 7.3.
The reason engineers made it so some oil is left in the pan is to ensure the pick up tube does not get drained and get air in it when changing the oil. This way when the engine is started after oil change, you don't pump a "ton" of air into oil passages, potential metal on metal contact, oil airation, and in unlikely scenarios, air lock. Remember, it's an oil pump, not air pump. It requires liquids to work. The oil pump moves volume, it does not compress the oil. With this pan, your pick up tube will get drained, get air in the pump, add that to air inside a new filter, you're going to have a nice lubrication issue after an oil change. Air does not lubricate.
You guys are unstoppable. Simply incredible amount of engineering into such a crucial part, i dont think anyone out there holds a candle to you at what you do
Wouldn't gm be keeping the pickup tube submerged by design to minimize the no oil pressure condition when the engine is started after an oil change? Won't the pickup tube be full of air for a short time, and won't the oil pump have to pump that air through the lubrication system? Did you guys verify how long the engine sees no oil pressure? I'd be interested in that data.
After an oil change, and the Banks pan is installed, oil fills the pickup tube as it seeks equilibrium. This happens quickly. The engine is never starved of oil. We've measured the time-to-pressurization. Where the oil sits in the pan and pickup tube in relation to the pump before, during, and after start-up, was not left to guesswork. Hundreds of hours of tests were performed during the development of the JLTV oiling system, which shares geometry with the pan in this video. This pan design can be found in more than 30,000 JLTV (Joint Light Tactical Vehicles) powered by Duramax L5P engines.
@@bankspower Would you mind sharing the time-to-pressurization data with the stock pan and the Banks pan? It just seems as though the stock pan was designed to hold back enough oil to keep the bottom of the pickup tube covered and seems as though it was done intentionally.
90% of engine wear is on start ups , the pick up tube was submerged to reduce oil priming time... You should show the oil priming times with stock and the non stock pans.
I’ve been using all this diesel knowledge on my wrx, I lowered the air turbulence feeding my engine. Matched air in to air out with a custom exhaust, and I let my stock ecu just relearn the air fuel ratio. I went from 9.8l/100km To about 8l/100km
There is something to be said for Old-school American Engineering... you guys are what i would call the Original version of what i use to admire about American Made products.. Shame that has diminished greatly but good to see you guys still doing fantastic engineering!
For a variety of reasons I went away from GM vehicles over the years. Every time I see another advance achieved by the wonderful folks at Banks such as this oil pan improvement, I think about the possibility of looking back into GM vehicles. Very well done folks.
Your assertion the remaining oil never leaves the engine is INCORRECT, when you change the oil the little remaining old oil is mixed with the new oil and circulated, the oil is still very clean and will always be quite clean if you do scheduled oil changes.
Glad to see you allow oil to remain in the pickup tube unless you drain the oil so during normal conditions the pump doesn’t have a pipe full of air on starting.😊
GM's intent was not to retain oil in the pickup tube for priming. Oil trapped in the pickup tube is a byproduct of the use of a weld nut, used to allow for proper thread engagement on the drain plug to avoid stripping the threads, but, directed inwards as to not make the drain plug a low point on the pan. This results in a pool of oil at the bottom of the sump, and thus a pickup tube will retain additional contaminated oil. We've measured the time-to-pressurization with both the stock and Banks pans. In both cases, the time is negligible. More harm is caused by dirty oil at the bottom of the sump than the few milliseconds that it takes oil to travel up the tube. Where the oil sits in the pan and pickup tube in relation to the pump before, during, and after start-up, was not left to guesswork. The "trapped condition" of the oil in the pickup tube on the stock pan is actually a temporary condition due to the wetted oil pump gears, but eventually the static level in the stock pan and pickup will reach an equilibrium to one another as the oil pump is not an absolute perfect seal. The equilibrium is overshadowed by the fact that the oil is still trapped due to the weld nut anyways, and cannot be drained. It just so happens that the faster you drain the oil on a stock pan after turning the engine off, the more oil you'll have trapped in the pickup tube. Additionally, the reverse is true. The pressure of the total oil capacity when re-filling the system with a Banks pan means oil can be forced up into the pickup tube prior to start up, as air can be pushed back up through the oil pump gears. Hundreds of hours of tests were performed during the development of the JLTV oiling system, which shares geometry with the pan in this video. A similar pan design can be found in more than 30,000 JLTV (Joint Light Tactical Vehicles) powered by Banks D866T Duramax L5P-based engines, all with zero oil pressurization issues in the field. We would have liked to have shared video footage of the oil level and pressurization tests. You've never seen so many clear graduated tubes running in and out of an engine before. Unfortunately, this footage is classified.
@@bankspowerThe problem with this response is that you don't need a JLTV to run the tests to provide the data. So why default to a military application and say, "just trust me, it's better"? Is this an indirect acknowledgement that outside a single vehicle application, there isn't any data available? The cooling benefits of fins are obvious. And that Banks implemented their fins in a way that promotes more heat transfer makes sense (though I'd be willing to bet PPE made design choices based on mfg. cost. i.e. cheaper improvement over stock was the target, not best possible performance - you do occasionally get what you pay for). This going on and on about residual oil with a gimmicky plastic sump that probably can't handle operating temps for sustained time periods... This video would be better without it.
Exceptional stuff there guys. I don’t own a truck & have no idea how I got here yet you nearly have me buying a pan to put on the self !! Really though your design is absolutely fantastic 👍
Crazy that y'all just discovered the pan holds a quart every change, this has been common knowledge basically since the Duramax released. But it's awesome that y'all have a solution! I'll have to grab it!
You never removed the filter for the oil change. Doing so would have broken the vacuum on the intake tube and allowed it to drain into the pan and out. Shouldn't the filter sufficiently trap the metal like it's designed to do? Did you send oil samples to be tested with a 10/1 dilution to determine if the product provides an actual benefit to oil quality? If you have to sell your product by being intentionally disingenuous it says a lot about the necessity of the product.
Love the attention to detail and not just trying to make more power but to make it reliably, efficiently and consistently….. definitely understandable that the pickup will hold some in the pickup….. reduces time to get oil to everything upon startup especially….. if I needed a diesel truck I’d by sourcing pretty much everything from y’all!
My powersmoke will have maybe double this at any given time.. that's why I always do 2 or sometimes 3 oil changes every year and I have a custom filter set up which has a much finer micron rating with a better flow rating as well. Not to mention an air to oil cooler that's 5 times larger than the oem water to oil cooler. My truck has never been happier when I made these and other custom upgrades years ago and I'm pushing 430xxx + oh.. and virtually no blow by still 👌🏼
@ lol... no it's not impossible. It's called "more surface area" of the finer media. Do some homework before commenting. The filters I use are hydraulic filters for my large equipment. (My excavators etc) which has a much higher flow rate than the oil in our engines. Don't even go there. It works and my engine has been the healthiest it's ever been.
or proof that it actually makes a difference in how clean the oil is do a test of the oil after change with old pan run 1000 miles vs new pan after oil change ran 1000 mile bet there is zero difference
@@robertdussault4428 Well, I'm all for not perpetually having an eighth of the oil being contaminated and worn. But your point is absolutely valid. Can you measure the difference? Probably. Can you feel the difference? Probably not. Will the engine have a longer lifespan? Probably, but difficult to prove without a large statistical sample to base it on.
I love how thorough and insightful the crew at Banks is with these very simple yet almost detrimental issues most auto manufacturers produce nowadays, I love all Banks products my only gripe is pricing, albeit I completely understand as well, since they are the ones who develop and create everything they make...I have said for years if Ford and Dodge can make trannys that don't blow up or for some odd reason handle more load for longer without temp issues or other issues why can't GM/Chevy make one as well, aside from the Allison transmissions of old it seems like these newer ones are becoming problems, the big 3 know how to make good reliable tough everything and yet they keep falling further away from that while charging exorbitant amounts of money for things that don't last and we can't even work on ourselves once we own them, it's a huge scam and John Deere is a great example of how we people don't want that and won't take those products anymore, this is a great video as always, keep up the good works and thanks for all the information and knowledge to understand these simple concepts and dynamics...
If you've got metal or other debris in your oil you've got bigger problems :) The oil cooler on my Benz holds about a quart of oil, and doesn't drain since it's on hoses and mounted below the oil filter. It doesn't cause problems. The dirty oil in the stock pan *does* get changed - the solution to that pollution is dilution. That said, the cooling fins on your pan surely reduces oil temps a bunch!! And the gasket surface is a huge improvement over the other aftermarket pan!
I was thinking exactly the same thing. It might even be worse. It’s one thing to hold a qt of oil when you’re adding 10(!) qt. What about holding 0.5-1.0qt when you’re swapping 4-5qts on gasoline passenger cars. Granted, NA gas engines’ oil lives a charmed life compared to tuned up turbo diesel workhorse but ain’t nobody likes dirty oil!
Wow,, that’s amazing,, the manufacture should be held accountable for engine failures,, that’s a buttt load of oil with crap in it ,,,as an owner it will probably cost me $1500 to have a Bank’s pan installed,, yes that could be cheap insurance,,, yet expensive,,, I have almost ALL of Banks products on my 17,,, but dam ,, now I have to figure out how to make a new pan available and affordable,,,,, thank you Banks for your products and services,,,Bob
But it’s not. The 7.3 PowerStroke engines kept not 1, but 2 quarts of in their HEUi system. And those engines lived forever. This is a product looking for a problem that doesn’t exist.
Technically, the pan is the only thing trapping the really old oil, since the oil in the pickup tube will circulate with the fresh oil. But your point is still true about not being able to put completely fresh oil during a change. If I still had my Duramax, I would be buying one of these.
Good solutions to "problems" that may not really be a big deal. Nonetheless, kudos for optimizing everything. The part of the video I find misleading is that you say that a particular quart of dirty oil is trapped in the engine forever. It's not. A quart that has been mixed with newer oil since your last oil change will always remain trapped, but it's not like it's the same exact quart that stays trapped forever.
7.3 Powerstroke holds 3 quarts of oil when you just drain the oil pan. I suck out the high pressure oil reservour and fill it, put the cap plug on and run the engine 2- 3 minutes. I do that 3 times to help get most of the old oil out. I also have a FS2500 oil bypass filter installed to keep the oil clean. Every diesel needs an oil bypass filter installed with egr because that puts alot of soot in the engine oil.
When I do an oil change I always pull the filter before re-installing the drain plug, as I’ve noticed that after the filter is pulled a fair amount of oil will drain again, presumably from the pickup tube. I will then reinstall the drain plug, and fill the engine with oil before installing a new filter to prevent an excessively large air bubble from being trapped in the pickup tube. I then install a pre-filled filter, pull the fuse for the injectors, and crank the engine until I see oil pressure on the gauge.
yeah, on my bimmer it's recommended to loosen the oil filter and open the fill port before opening the drain plug to lose that vacuum. Gets an extra quart out.
Imagine how awesome trucks could be if this level of thought and care was implemented throughout the entire vehicle! 1 million miles would be a cake walk!
After an oil change, and the Banks pan is installed, oil fills the pickup tube as it seeks equilibrium. This happens quickly. The engine is never starved of oil. We've measured the time-to-pressurization. Where the oil sits in the pan and pickup tube in relation to the pump before, during, and after start-up, was not left to guesswork. Hundreds of hours of tests were performed during the development of the JLTV oiling system, which shares geometry with the pan in this video. This pan design can be found in more than 30,000 JLTV (Joint Light Tactical Vehicles) powered by Duramax L5P engines.
Really only matters with the small 1qts and if you don't have a funnel. Like when you gotta do a random top up or lost the funnel in the stack of 50 other ones you threw in the corner.
GM really screwed up that engine sump design, thanks for the presentation great insight here. You shed a heap of information regarding oil retention that would severely shorten an engines lifespan due to a manufacturer's oversight.
Hi there, excellent video! An alternative would be to use an oil pump sucker from oil deep stick to suck the remaining oil and provide oil picker air to continue the draining. I've started using this method a while ago. Regards, Nacho.
I own a 2018 L5P. My goal is that this is my forever truck. Looks like i need to start doing some upgrades. Question: how do these mods impact warranty?
Banks upgrades are typically engineered to comply with factory warranties. It’d be best to speak with someone from banks while ordering said parts though.
This is why you don't listen to marketing when it comes to fluid changes. Any truck that gets used in the real world should go on the severe service schedule.
I totally agree, over the last months I was looking ad ads for used trucks and be that private sales or those that traded in at a dealership. It was the dealership trades that more often had access to a carfax and while that can only tell so much and won't record maintenance that an individual does to their own vehicle, it does however give a window to a trend with some owners that went time after time to a certain dealer for their oil changes. It was eye opening to day the least with some vehicles, the horrible ( in my estimation ) oil change intervals and it did not entice me in the least to be interested in such a vehicle and wondered what prompted them to trade it in. So rather than deal with someone else's lack of care, I decided I would pay the extra for a new vehicle and start fresh and know how it was maintained.
@charlesb4267 It's one of two reasons I bought new with my second Mazda. The first one I had burned a half quart of oil every oil change. And I'm sure that was not just because Ford built the motor. The second reason was because I wanted a stick and good luck finding one used 2019.
@@Wagonman5900 I never would have thought that the standard transmission would disappear completely from pickups in the big three and yet they did as most of them are destined for the north american market which has become very different from a lot of countries in the world that still rely on the traditional standard gear box.
@charlesb4267 Sadly, the manual is gone from trucks altogether in the U.S. Still, automatics are stronger, and those extra gears help when hauling heavy. They are slower on the draw when it's time to shift and make power. This isn't too bad when you're in a truck, but when you're in your daily driver, that second matters in traffic.
@@Wagonman5900 That is right, the three speed automatic was all there was for many years after it first became a main steam transmission concept and the non lock up torque converter was a constant waste of power as well as a heat generator, while three speed standards turned into four ... then five etc. Its when the lock up torque converter and the four speed overdrive automatic came on and then finally even more gears, that turned the tide as it became more capable and didn't have near the drawback as per the slippage of the older style torque converter.
The engineering behind the pan is fundamentally flawed. You WANT oil in the pickup tube so the engine does not dry start. Last time I checked, running an engine without oil is a LOT worse than running an engine with some dirty oil. Also what about the oil that is still trapped in the oil cooler? Look carefully at the front of the pan at 3:56. That is dirty oil that is still in the engine going back into the pan once the engine is started, rendering the cleaner oil in the pain useless... Also if these fins are so great why are there no claims on reductions in oil temperatures? I have reached out to Banks multiple times regarding other diff covers for popular applications like Ford 8.8/9.75, Dana 44s etc. The pushback that I'm given is due to the cost of the tooling for the die casting process. Banks claims the market for other axles isn't large enough to justify the tooling costs for die casting and they would lose money making some of these covers. I'd love to know how tooling for a 20-24 L5P oil pan is easier to justify than a diff cover for every Ford 8.8 made from 1986 to 2014. Gale's input was minimal on these pans, and it shows.
so I speak this as a Chevy fanboy, GM has been getting cheap thermostats for the transmission and oil coolers that have a bad habbit of failing, the most common solution on the forms is a thermostat bypass so your fluids are going 100% to the cooler all the time, not great when you live up like where I do where -50F is something we have to deal with and getting your fluids upto temp does matter the fins buy you extra time or if you live someone colder it completely removes the problem of your oil overheating because its able to do the majority of its heat exchange in the pan its self, but i do agree even a few seconds of the engine dry running is WAY worse then having a bit of dity oil, that's why you have an oil filter, because there is nothing in the pickup tube to get the engine oil and the oil pump is going to have to move air creating the problem of a wet pump moving dry cutting down its life time as well
they didn't imply thaat it was bad, they said that the left over oil is no good. Everyone knows that a diesel turns oil black as soon as it leaves the mechanics. This will just get full drainage every time
@@WingspeedGarage if your pan is full of metal, you have bigger issues than some residual oil in the pan. Step 1 of oil changes 101: Get the vehicle to operating temperature so particles are in suspension.
GM's intent was not to retain oil in the pickup tube for priming. Oil trapped in the pickup tube is a byproduct of the use of a weld nut, used to allow for proper thread engagement on the drain plug to avoid stripping the threads, but, directed inwards as to not make the drain plug a low point on the pan. This results in a pool of oil at the bottom of the sump, and thus a pickup tube will retain additional contaminated oil. We've measured the time-to-pressurization with both the stock and Banks pans. In both cases, the time is negligible. More harm is caused by dirty oil at the bottom of the sump than the few milliseconds that it takes oil to travel up the tube. Where the oil sits in the pan and pickup tube in relation to the pump before, during, and after start-up, was not left to guesswork. The "trapped condition" of the oil in the pickup tube on the stock pan is actually a temporary condition due to the wetted oil pump gears, but eventually the static level in the stock pan and pickup will reach an equilibrium to one another as the oil pump is not an absolute perfect seal. The equilibrium is overshadowed by the fact that the oil is still trapped due to the weld nut anyways, and cannot be drained. It just so happens that the faster you drain the oil on a stock pan after turning the engine off, the more oil you'll have trapped in the pickup tube. Additionally, the reverse is true. The pressure of the total oil capacity when re-filling the system with a Banks pan means oil can be forced up into the pickup tube prior to start up, as air can be pushed back up through the oil pump gears. Hundreds of hours of tests were performed during the development of the JLTV oiling system, which shares geometry with the pan in this video. A similar pan design can be found in more than 30,000 JLTV (Joint Light Tactical Vehicles) powered by Banks D866T Duramax L5P-based engines, all with zero oil pressurization issues in the field. We would have liked to have shared video footage of the oil level and pressurization tests. You've never seen so many clear graduated tubes running in and out of an engine before. Unfortunately, this footage is classified.
I 100% agree. You are getting 90% of the oil out of the engine. Change your oil every 5,000 miles and not worry about that extra little bit of oil in the pan. Probably way more in the oil cooler.
my second Duramax doing this process with zero problems. First was a 2001 purchased new that was running perfectly with 680,000 miles when i sold it only engine components that failed were injector pump 53,000 and one set of injectors somewhere around 200,000. Replaced the stock filter housing with a Racor using a 2 micron filter instead of the factory 4 and no more fuel system failures. Currently driving a 2014 2500 purchased new with just under 750,000 miles 2 micron fuel filter no lift pump do a 1 percent canola or soybean oil mix with the diesel and zero fuel system issues so far. I stopped changing the oil in the 01 at around 60,000 and only replacing the filter between 20 and 25,000 miles then topping of a qt, qt and a half of fresh oil. The 2014 has only had 4 full oil changes, 3 during the break in period and 1 after a forced regen at around 120,000 and never again just the filter between 20 and 25,000 and top it off. ZERO bottom end problems. You Duramax doesn't have "cancer"!!!
That quart isn’t stuck in there forever. It is quickly diluted at each oil change and mostly removed at the next oil change. The next quart trapped is only 1/10 or so of the original oil. Is it better to get more of the used out? Sure. Is having 10% of the oil left in the engine at each change a big deal? No, if you are changing your oil and filter per the manufacturer’s schedule. I definitely wouldn’t pay for this expensive oil pan replacement just for that. Much ado about next to nothing. It is far worse for the engine too run it 10% past the recommended change interval than to leave 10% of the old oil in the pan.
It should be, because it's a lot. It's about 9% of all the oil in the engine. And it's where the sediments go, at the bottom of the pan. You're keeping all that dirt in the engine.
@@johnnyblue4799no, it's not worrisome because any of that sediment that actually makes it up the pickup tube will get caught in the filter anyways, and it's really not a problem that 10% of the old oil remains. It still has plenty of lubricity and the new oil adds plenty of new additives. This is a solution looking for a problem, and though I'm sure it's *technically* slightly better, it's really not necessary and not something to worry about.
@@clapanse Up to what percentage of mixing old oil with new it's not a problem? 20%? 50%? Why not removing all that can be removed? All it takes is that GM reshapes a bit the pan.
@@johnnyblue4799 If you're worried about the 9% of old oil left in the engine, you must be losing your mind over the 100% of old oil you're running most of the time.
great video. I have not usually paid much attention to different aftermarket parts, but am now. I have a 2008 ram 3500 with the Cummins, which i love. After my son ( a technician at a local bmw mini dealership) sent me the info about the heater element issues, i purchased the monster intake. Recently, i had a gc for a local parts store, and wanting to use it, i purchased a k&n oil filter, big mistake. I installed it as instructed , and a few days later i crawled under my truck and noticed a bit of oil on the filter bottom. Thinking maybe this was risidual from filling the filter prior to install, i wiped it and forgot it. A couple weeks later i noticed the same, but went and bought an oem filter from a local dodge dealership. No issues since. I believe the internal area by the threads protrudes too high towards the top edge , thus contacting part of the engine beside the threaded nipple, and stopping the seal from sealing. Lesson learned for me. With aftermarket parts, some are fine, but do research when able. Anyone else had this issue?
Yes, there will still be dirty oil trapped in the engine. However, during an oil change, the objective is to minimize the presence of contaminants, primarily heavy metals. While fresh oil dilutes the contaminants, a significant amount remains. These metallic residues contribute to accelerated engine wear. To optimize engine performance and extend its lifespan, it's essential to extract as much of the contaminated oil as feasible.
Wait. So you think that quart in the bottom of the pan stays separated from the rest of the oil for the life of the truck? That's the dumbest thing I've ever heard.
It's not just the duramax that prevents complete oil drainage, this is a "feature" on many engines nowadays. The retained oil doesn't just lay in the pan, it mixes with the new oil so it isn't as damaging to the engine as you imply but does accelerate the degradation of the new oil. The problem is "design for manufacturing" vs "design for function" - the weld in threadsert is cheaper to make.
The very reason I have been running PPE’s Larger than stock Giant oil filters on my ‘02 LB-7 in my Sierra . It filters down to next to nothing @ 2 microns and even after months of driving the oil on the dipstick looks as clean as the day I changed it . I was going to add a Frantz bypass oil filter years ago , but once the PPE filter became available & I began using them I abandoned that idea. No engine I’ve ever seen will COMPLETELY drain out all the old oil at oil changes that I have seen in my almost 50 years as a mechanic, so do whatever makes you comfortable for your personal application.
This is very interesting, thanks for sharing. I never would have known that the dimple was to prevent cavitation. Also, I thought the reason for the ECU to reduce power was fuel economy, not oil temperature control.
GM's intent was not to retain oil in the pickup tube for priming. Oil trapped in the pickup tube is a byproduct of the use of a weld nut, used to allow for proper thread engagement on the drain plug to avoid stripping the threads, but, directed inwards as to not make the drain plug a low point on the pan. This results in a pool of oil at the bottom of the sump, and thus a pickup tube will retain additional contaminated oil. We've measured the time-to-pressurization with both the stock and Banks pans. In both cases, the time is negligible.
Additionally, when the engine manufacturer first fires the engine, there is no oil in the pickup tube. They rely on residual oil applied during the build phase. This oil remains on the bearing surfaces for quite some time. In other words, even if the oil or pan change takes two days, there is a protective film remaining. There is no risk of dry-firing the engine.
More harm is caused by dirty oil at the bottom of the sump than the few milliseconds that it takes oil to travel up the tube. Where the oil sits in the pan and pickup tube in relation to the pump before, during, and after start-up, was not left to guesswork. The "trapped condition" of the oil in the pickup tube on the stock pan is actually a temporary condition due to the wetted oil pump gears, but eventually, the static level in the stock pan and pickup will reach an equilibrium to one another as the oil pump is not an absolute perfect seal. The equilibrium is overshadowed by the fact that the oil is still trapped due to the weld nut anyway, and cannot be drained. It just so happens that the faster you drain the oil on a stock pan after turning the engine off, the more oil you'll have trapped in the pickup tube.
Additionally, the reverse is true. The pressure of the total oil capacity when re-filling the system with a Banks pan means oil can be forced up into the pickup tube prior to start up, as air can be pushed back up through the oil pump gears. Hundreds of hours of tests were performed during the development of the JLTV oiling system, which shares geometry with the pan in this video. A similar pan design can be found in more than 30,000 JLTV (Joint Light Tactical Vehicles) powered by Banks D866T Duramax L5P-based engines, all with zero oil pressurization issues in the field. We would have liked to have shared video footage of the oil level and pressurization tests. You've never seen so many clear graduated tubes running in and out of an engine before. Unfortunately, this footage is classified.
@@bankspower Good to know. That could have been included in your original presentation.
Can we please get one for third gen Dodge RAM diesels?
When will an oil pan and trans pan be available for Ram 6.7s? (2018)
@@bankspower Thanks for clarifying. When viewers and customers are used to in-depth, data-rich presentations as seen with the differential cover, the "old oil bad" just feels more marketing driven than data driven.
I would have loved to see a demonstration on the road or dyno where the truck is derating due to oil temperature with the stock pan compared to the Banks pan. I didn't even know that was a thing before this video, so I did learn something, but actually seeing it would have been even better.
I don't know if this is true or not, but I've heard that many shops are simply vacuuming oil out of the pan through the dipstick tube via small suction hose these days. If that's the case (removing vs draining the oil), is that not a simple solution to this problem?
Best ad for an oil pan EVER
I’m headed out tonight to refinance my house so I can get the money for a truck just so I can buy this pan.
@@criznitty Smart man.
The fact that you can remove the oil pan without disassembling half the truck amazes me. Did GM engineers screw up and make at least 1 item user serviceable?
That's the first thing I thought, too! 🤔
HA ! this was my whole takeaway from the video !
Great observation. Modern vehicles are designed to make the dealer money after the purchase. What a huge difference between an older vehicle and a modern one.
If you didn't notice, they unbolted a cross member that was in the way. Which is still minimal Edit: still better than a Ford where the cab needs to be removed for some engine services.
Lol, the front axle is unbolted and dropped in the video. To be fair, still easier than many vehicles.
I'm already a fan of Banks, but seeing these in depth videos about the design and thought process that goes into your products always blows me away. Banks Engineering is the embodiment of 110%. At least compared to the rest of the industry.
Probably a good approach to sell oil pans to people with OCD. I used to service time clocks at diesel locomotive maintenance facility. I asked them "how often they changed the oil" and they laughed. They said when an oil analysis indicated problems, they might add 50 gallons or so, to "freshen it up".
Locomotives burn oil so fast that just adding oil keeps it good enough. Every time it goes to a shop or fuel pad it has oil added- often while running. If engine oil shows water or fuel contamination, it goes in for service to investigate why.
Oil changes only happen if it's significantly contaminated or when the engine gets overhauled.
Interdasting. It's also worth noting that turbofan jet engines never change the oil, it's always topped up, and only fully changed when the engine is overhauled
The reality is you can never drain every drop of oil from all engines, and that's OK. Duramax engineers prioritized a drain plug hole with more threads so it's less likely to strip, and a pickup tube that stays submerged so there are no dry starts. Just change your oil according to the schedule and stop worrying about it. Spend money on something else instead.
Edit: Poor wording on my end, I didn't mean to claim I know why GM decided to make the stock oil pan the way they did. Everything with parts design and manufacturing is a compromise and cost is a big factor. I do still recommend not worrying about it and just change your oil according to the schedule and your engine will last a long time. Spend money instead on quality full synthetic oil and a quality filter. Banks is a company like any other and exists to make money... but it does seem like they are genuinely passionate about what they do.
i love dirty oil in my fresh oil change .... what a moron.
They could have put the drain plug on the side though like many other engines have, and retained the same amount of threads. But I agree, most diesel engines especially those with a water to oil heat exchanger, have had a quart or more of oil that stays in either the oil cooler or the pan since the 1980s or even further back. My friend's 82 Oldsmobile Toronado diesel holds probably a quart of oil in the oil cooler when the oil is drained. It has 650,000 miles on the original engine with the only non original internal engine parts being head gaskets/head studs, rocker arms, and timing chain. I think a much better place to spend the money on a diesel is a bypass oil filter, especially a centrifugal one. That will actually remove the soot from the oil, make the oil last longer, and increase the life of the engine. And a centrifugal bypass filter costs less, in some cases, than one of these pans.
Yeah. And this video acts like "ONE DIRTY QUART TRAPPED FOREVER". That's almost verbatim what he says and it just isn't accurate. It isn't "trapped for the life of your engine", it is mixed with the rest of the oil and most of the "old" oil is changed when the "new" oil is changed. It is more accurate to say that in an oil change about 10% of the oil cannot be drained and is retained, but I'm sure the engineers thought of that (it is true to an extent on every single car anyway) when they designed the oil, the engine, and the oil change interval.
If you changed the oil every 5000mi, then after the first oil change your oil is 90% new oil and 10% oil with 5000mi average would be 500mi of use across the oil. Right before the second change your oil would be 90% 5000mi and 10% 10,000mi, average of 5,500..... Right before your third oil change you would have 90% at 5000mi, 9% at 10000mi, and 1% at 15000mi - average of 5,550mi.
This is all something that can absolutely be accounted for and as time goes on the average age will change less and less to the point it quickly becomes irrelevant - something like 5,555mi.
@ those would get caught in the filter or dispersed into the oil. You don’t run your engine before changing the oil?
@ I have a very hard time believing, absent any actual data, that there are some kind of magical particulates that will be large and heavy enough to fall out of hot oil in the time it takes to drain but that wouldn’t be caught in an oil filter. Doesn’t make much sense.
No arguments that your oil pan is a much better design but if you’re saying the 1 quart of oil is trapped in the stock pan forever then it’s not circulating through the engine and u as thus is not a problem?
Wouldn’t it circulate through the engine every time it runs and be diluted by 90% every time you change the oil?
I don’t see how you can have it both ways at the same time saying it stays there forever, but it’s also circulating through your engine potentially causing damage. Either it’s not circulating and thus not much of an issue or it’s circulating every time the car runs and filtered and not really an issue.
They are making a big deal out of nothing..and there pan is better probly ahhhh who cares lol..
@@castlegarage6969 yeah, I didn’t look to see how much it cost, but it does not look cheap! I think they are framing the issue to be much worse than it is…. And unless I’m missing something in the process being a bit misleading… in an effort to sell oil pans. 🤷
So you must have spacial awareness issues, but yeah when you drain the oil the particulate falls to the bottom and is not extracted, but when you add more oil in and start the engine the particulate starts flowing through the engine.
@@3magikarpinamansuit281 and that is why a good oil filter is important to catch all of these highly elusive particles you speak of.😏. You know, the ones that somehow magically appear right after you replace 90 % of your oil…
@BriansRCStuff it's a banks so probably expensive I'm sure they will be butthurt by these communities ohwell.....lol
I mean, yeah there's a bit of old oil in the engine, but there's always dirty oil stuck in the oil galleys, the oil cooler, etc, too. If you do regular oil changes, this is a total non-issue, as that dirty oil will be immediately diluted by all the fresh oil. This is a solution looking for a problem.
Yeah I'm a bit confused. The oil gets mixed up every time the vehicle is started and driven, and then even if some residual remains it'll mix with fresh oil at every oil change. May not be ideal, but doesnt sound like much of a problem. The Banks piece does look nice having additional quantity and cooling ability, but I think most typical owners will not benefit from it.
Yup.
The 7.3 Powerstroke holds a lot more old oil and is known for great longevity, that is evidence that leftover oil is a non-issue. I remember working trucks that had an on-board oil changer that changed about 1/10 of the oil as they were running, that was enough for the manufacturer to allow for almost doubling the miles between oil changes. I was working at an International dealership but I think those trucks had Cat engines, not sure.
The issue isn't necessarily old oil though. If there is foreign material in the oil, the stuff that is heavier will sink to the bottom where it won't get drained out. In every single engine you'll have a measurable amount of oil left in after a simple oil change. I've seen engines sit for years without an oil pan and they still have oil dripping out
@@xlegit13And that real heavy stuff will sit there in perpetuity... if it does happen to get picked up, it's getting trapped in the filter. There's no real issue.
@@DonziGT230 oh yeah stroke that power! silly ford names
I’ve never seen a more effective commercial for an oil pan. Hot damn, I am in and I don’t even own a truck! Very well put together
Banks has done it again. Great job. The science of that product is crazy.
What he talks about in the video is basic textbook engineering stuffs.
Personally I drain my oil often enough not to worry about the residual oil, but I would buy the Bank pan just for the cooling.
Ya I'm not concerned at all about 10% or less residual. It's diluted each change and the filter will catch the particulate. Weird to see this from banks honestly
goody goody for you
So when you let your car cool down to change the oil all the particles will gather at the bottom and not be extracted allowing them to flow around your engine.
@@3magikarpinamansuit281 that's what the filter is for. It really shouldn't be that many particles in your oil to begin with.
I'm a metrology technician, and I love the Curie point catch on the magnet.
I don't own a diesel or even a truck but Gale and company are always great to watch.
Videos like this always catch my attention and interest simply due to the sheer knowledge of the topics being discussed/covered/spoken about and the type of understanding you guys have where you’re able to explain it all in simple terms so anyone off the street can understand what you’re talking about.
These types of products and videos also make me wish two things: 1) That you guys at Banks would make these fluid cooling products for all the engines you’ve made parts for over the years. 2) That y’all would just hurry up and produce your own vehicles from the ground up that’re maximized for performance, longevity, and ease of maintenance for the civilian market. Lord knows y’all would make a better off-the-line product then what the OEM’s have been putting out for a good while now.
These products are so well-engineered it makes me want to go buy a Duramax just so that I can buy this part
lol-the “dirtymax diesel engine is an Isuzu product-good luck if you have one 🤪
@@bradzimmerman3171 Dmax is owned by General Motors with GM/DMAX owning 100% of the intellectual property on the L5P. Duramax is a past venture for Isuzu for a number of years now. Even better, Duramax engines are built right here at home in Brookville and Moraine, OH
@bradzimmerman3171 the LP5 is a really reliable motor. It's just under powered compared to Dodge and Ford.
I had a 3 lite. Caravan engine rebuilt years ago. The licensed Dodge mechanic did a wonderful job,but the very last thing he done was apply RTV to the oil pan. Within two months my engine was finished. When the oil pan was removed, we found RTV in the sump. The engine starved to death. It may be OK for some applications,but certainly not oil pans. Super video,thanks,Lester
This is why Banks is the best in the business!! True R&D, true engineering.
Manufacturers number 1 objective when building trucks is cost cutting, while engineering the truck to last the warranty period. (Which sometimes they fail miserably) After that, you're on your on. :)
I would love to see you guys make Oil pans and Diff Covers for other cars! (Subaru, Toyota, Ford, Mitsubishi etc)
They would make $BANK$!
No pun intended!!!
As would I...was going to search if they did! There r alloy sump makers for Subi's...
A 7.3 powerstroke with the HEUI injection system holds at least a quart of oil between the HPOP and the passages in the heads and with good, normal maintenance don't seem to have any problems going a half million miles or more.
The L5P is making 40% more power and doesn't have a pan capacity of 15 qts like the 7.3l. Not even close to a fair comparison.
@Heckleburger 🤣not a fair comparison for many reasons
When I had my 99 7.3 which I had for 20 years. I would remove the allen bolt on top of the pump and suck what ever oil I could If I remember correctly it was roughly 22 oz. So I would put whatever I sucked out back in with fresh oil and continue with my oil change
😇😊😎
@ericduran9994 you've probably got that much more in the oil galleries in the head and block. I've seen some rather heated discussions on whether drain the hpop or not.
I have just been educated. Oil coolers on transmissions have been used for decades and this is the first time I have seen an attempt to cool sump oil. Very clever design as most pans are pressed steel or molded plastic. This aluminium design is a big winner here and it would be terrific business for Banks Power if they could sell their design or manufacture them for the new vehicles being manufactured in the USA and even worldwide car makers.
I'm impressed.
Gale, we need to talk about the 6.7 lower pan!!! Wish we could get rid of the upper pan too!!
I bet gale is working on a system that separate the two components so you can more easily work on the trucks.
Let’s be real though bro, he’s resigning a cradle that’ll take some time
I agree 😊
For ford pans
I believe Mag-Hytec makes a replacement lower oil pan for the 6.7 powerstroke that moves the drain plug vertical to allow more oil to drain and it also adds two quarts bringing the capacity up to 15 quarts, equal to the old 7.3.
Banks one of the best companies out there in terms of science, research, and making products that aren't gimmicks.
Negative. Banks doesn't have products for a lot of trucks. So, they are not the best
The reason engineers made it so some oil is left in the pan is to ensure the pick up tube does not get drained and get air in it when changing the oil. This way when the engine is started after oil change, you don't pump a "ton" of air into oil passages, potential metal on metal contact, oil airation, and in unlikely scenarios, air lock.
Remember, it's an oil pump, not air pump. It requires liquids to work. The oil pump moves volume, it does not compress the oil.
With this pan, your pick up tube will get drained, get air in the pump, add that to air inside a new filter, you're going to have a nice lubrication issue after an oil change. Air does not lubricate.
Yup
You make a very good point.
The ? Is, which is worser?
That was my assumption too. That it is intentional.
Was looking for that comment 👍
Its not that critical if you use good oil and most importantly change it more often than the manufacturer says.
You guys are unstoppable. Simply incredible amount of engineering into such a crucial part, i dont think anyone out there holds a candle to you at what you do
Good to see the engineering explained
I've always held Banks Engineering in high regard for decades. Thank you for going just deep enough into detail.
Wouldn't gm be keeping the pickup tube submerged by design to minimize the no oil pressure condition when the engine is started after an oil change?
Won't the pickup tube be full of air for a short time, and won't the oil pump have to pump that air through the lubrication system?
Did you guys verify how long the engine sees no oil pressure? I'd be interested in that data.
It depends if the oil flows back in the pan when you remove the filter, as @09corvettezr1 suggested above.
All engine components have an oil film already, and they will have oil pressure again before this would ever become an issue.
After an oil change, and the Banks pan is installed, oil fills the pickup tube as it seeks equilibrium. This happens quickly. The engine is never starved of oil. We've measured the time-to-pressurization. Where the oil sits in the pan and pickup tube in relation to the pump before, during, and after start-up, was not left to guesswork. Hundreds of hours of tests were performed during the development of the JLTV oiling system, which shares geometry with the pan in this video. This pan design can be found in more than 30,000 JLTV (Joint Light Tactical Vehicles) powered by Duramax L5P engines.
@@bankspower Would you mind sharing the time-to-pressurization data with the stock pan and the Banks pan?
It just seems as though the stock pan was designed to hold back enough oil to keep the bottom of the pickup tube covered and seems as though it was done intentionally.
Why would you want the oil to drain out of the pickup tube? That oil is there to keep the pump primed. This product makes no sense.
90% of engine wear is on start ups , the pick up tube was submerged to reduce oil priming time...
You should show the oil priming times with stock and the non stock pans.
Wow! Banks needs to make this for the 3 Liter Duramax too.
Awesome that a diff cover question is leading to all these new products.
I’ve been using all this diesel knowledge on my wrx, I lowered the air turbulence feeding my engine.
Matched air in to air out with a custom exhaust, and I let my stock ecu just relearn the air fuel ratio.
I went from 9.8l/100km
To about 8l/100km
What is the LTFT on your WRX?
There is something to be said for Old-school American Engineering... you guys are what i would call the Original version of what i use to admire about American Made products.. Shame that has diminished greatly but good to see you guys still doing fantastic engineering!
My goodness! Banks is on fire! Absolutely the best with the data to prove it!
Banks is the BEST parts company on the planet. ALWAYS bringing the receipts. Change my mind lol.
U guys always make the best possible products
For a variety of reasons I went away from GM vehicles over the years. Every time I see another advance achieved by the wonderful folks at Banks such as this oil pan improvement, I think about the possibility of looking back into GM vehicles. Very well done folks.
Your assertion the remaining oil never leaves the engine is INCORRECT, when you change the oil the little remaining old oil is mixed with the new oil and circulated, the oil is still very clean and will always be quite clean if you do scheduled oil changes.
Exactly. And if anyone is extremely worried about the
Not to mention this is if your truck is sitting level during the drain. If you run the front up on ramps it will be even less.
Glad to see you allow oil to remain in the pickup tube unless you drain the oil so during normal conditions the pump doesn’t have a pipe full of air on starting.😊
How about a test to confirm time for the pump to fill the pickup tube and build oil pressure?
Is this a upgrade that will cause problems?
GM's intent was not to retain oil in the pickup tube for priming. Oil trapped in the pickup tube is a byproduct of the use of a weld nut, used to allow for proper thread engagement on the drain plug to avoid stripping the threads, but, directed inwards as to not make the drain plug a low point on the pan. This results in a pool of oil at the bottom of the sump, and thus a pickup tube will retain additional contaminated oil. We've measured the time-to-pressurization with both the stock and Banks pans. In both cases, the time is negligible.
More harm is caused by dirty oil at the bottom of the sump than the few milliseconds that it takes oil to travel up the tube. Where the oil sits in the pan and pickup tube in relation to the pump before, during, and after start-up, was not left to guesswork. The "trapped condition" of the oil in the pickup tube on the stock pan is actually a temporary condition due to the wetted oil pump gears, but eventually the static level in the stock pan and pickup will reach an equilibrium to one another as the oil pump is not an absolute perfect seal. The equilibrium is overshadowed by the fact that the oil is still trapped due to the weld nut anyways, and cannot be drained. It just so happens that the faster you drain the oil on a stock pan after turning the engine off, the more oil you'll have trapped in the pickup tube.
Additionally, the reverse is true. The pressure of the total oil capacity when re-filling the system with a Banks pan means oil can be forced up into the pickup tube prior to start up, as air can be pushed back up through the oil pump gears. Hundreds of hours of tests were performed during the development of the JLTV oiling system, which shares geometry with the pan in this video. A similar pan design can be found in more than 30,000 JLTV (Joint Light Tactical Vehicles) powered by Banks D866T Duramax L5P-based engines, all with zero oil pressurization issues in the field. We would have liked to have shared video footage of the oil level and pressurization tests. You've never seen so many clear graduated tubes running in and out of an engine before. Unfortunately, this footage is classified.
😂@@bankspower
@@bankspower😂
@@bankspowerThe problem with this response is that you don't need a JLTV to run the tests to provide the data. So why default to a military application and say, "just trust me, it's better"? Is this an indirect acknowledgement that outside a single vehicle application, there isn't any data available?
The cooling benefits of fins are obvious. And that Banks implemented their fins in a way that promotes more heat transfer makes sense (though I'd be willing to bet PPE made design choices based on mfg. cost. i.e. cheaper improvement over stock was the target, not best possible performance - you do occasionally get what you pay for). This going on and on about residual oil with a gimmicky plastic sump that probably can't handle operating temps for sustained time periods... This video would be better without it.
Exceptional stuff there guys. I don’t own a truck & have no idea how I got here yet you nearly have me buying a pan to put on the self !! Really though your design is absolutely fantastic 👍
Crazy that y'all just discovered the pan holds a quart every change, this has been common knowledge basically since the Duramax released. But it's awesome that y'all have a solution! I'll have to grab it!
…. You think Banks JUST discovered this…. Or you think they just recently released a video about it.
yep, I still remember the banana pan release. Yet at 300 000 miles on stock pan here.
Another fantastic piece by Banks! You guys are truly the best!
You never removed the filter for the oil change. Doing so would have broken the vacuum on the intake tube and allowed it to drain into the pan and out.
Shouldn't the filter sufficiently trap the metal like it's designed to do?
Did you send oil samples to be tested with a 10/1 dilution to determine if the product provides an actual benefit to oil quality?
If you have to sell your product by being intentionally disingenuous it says a lot about the necessity of the product.
Love the attention to detail and not just trying to make more power but to make it reliably, efficiently and consistently….. definitely understandable that the pickup will hold some in the pickup….. reduces time to get oil to everything upon startup especially….. if I needed a diesel truck I’d by sourcing pretty much everything from y’all!
My powersmoke will have maybe double this at any given time.. that's why I always do 2 or sometimes 3 oil changes every year and I have a custom filter set up which has a much finer micron rating with a better flow rating as well. Not to mention an air to oil cooler that's 5 times larger than the oem water to oil cooler. My truck has never been happier when I made these and other custom upgrades years ago and I'm pushing 430xxx + oh.. and virtually no blow by still 👌🏼
LOL @ powersmoke
@ hahaha hey, I love my six blow, powersmoke!! Yeeee hawww!!!! 🤣👍🏼
Finer filter media with more flow is impoasible, the better it filters the less it flows.
@ lol... no it's not impossible. It's called "more surface area" of the finer media. Do some homework before commenting. The filters I use are hydraulic filters for my large equipment. (My excavators etc) which has a much higher flow rate than the oil in our engines. Don't even go there. It works and my engine has been the healthiest it's ever been.
I know you are selling parts, but I love the science and engineering you display to justify the value of your parts.
Not surprised, they want you back to the dealer within 5 years
The best videos. Thank you for what you guys do at Banks.
@@yoganlates7775 Thank you for watching!
0:49 beautiful truck on the trailer
Finally, its good to see someone address this. I've had this thought now with several vehicle designs
Very impressive and convincing. But how about some engine temperature measurements to back up the claims.
or proof that it actually makes a difference in how clean the oil is do a test of the oil after change with old pan run 1000 miles vs new pan after oil change ran 1000 mile bet there is zero difference
@@robertdussault4428
Well, I'm all for not perpetually having an eighth of the oil being contaminated and worn. But your point is absolutely valid.
Can you measure the difference? Probably.
Can you feel the difference? Probably not.
Will the engine have a longer lifespan? Probably, but difficult to prove without a large statistical sample to base it on.
I love how thorough and insightful the crew at Banks is with these very simple yet almost detrimental issues most auto manufacturers produce nowadays, I love all Banks products my only gripe is pricing, albeit I completely understand as well, since they are the ones who develop and create everything they make...I have said for years if Ford and Dodge can make trannys that don't blow up or for some odd reason handle more load for longer without temp issues or other issues why can't GM/Chevy make one as well, aside from the Allison transmissions of old it seems like these newer ones are becoming problems, the big 3 know how to make good reliable tough everything and yet they keep falling further away from that while charging exorbitant amounts of money for things that don't last and we can't even work on ourselves once we own them, it's a huge scam and John Deere is a great example of how we people don't want that and won't take those products anymore, this is a great video as always, keep up the good works and thanks for all the information and knowledge to understand these simple concepts and dynamics...
Banks has done it again. Good work
If you've got metal or other debris in your oil you've got bigger problems :)
The oil cooler on my Benz holds about a quart of oil, and doesn't drain since it's on hoses and mounted below the oil filter. It doesn't cause problems.
The dirty oil in the stock pan *does* get changed - the solution to that pollution is dilution.
That said, the cooling fins on your pan surely reduces oil temps a bunch!! And the gasket surface is a huge improvement over the other aftermarket pan!
BANKS will save your truck, their products are EXTREMELY WELL RESEARCHED and worth every penny.
Weird comment but watching the clear pan fill up was super satisfying to me 😅
I bet every engine on the market has more oil stuck in it than we would want.
So are you saying this product is useless because of complacency?
I was thinking exactly the same thing. It might even be worse. It’s one thing to hold a qt of oil when you’re adding 10(!) qt. What about holding 0.5-1.0qt when you’re swapping 4-5qts on gasoline passenger cars. Granted, NA gas engines’ oil lives a charmed life compared to tuned up turbo diesel workhorse but ain’t nobody likes dirty oil!
Wow,, that’s amazing,, the manufacture should be held accountable for engine failures,, that’s a buttt load of oil with crap in it ,,,as an owner it will probably cost me $1500 to have a Bank’s pan installed,, yes that could be cheap insurance,,, yet expensive,,, I have almost ALL of Banks products on my 17,,, but dam ,, now I have to figure out how to make a new pan available and affordable,,,,, thank you Banks for your products and services,,,Bob
But it’s not. The 7.3 PowerStroke engines kept not 1, but 2 quarts of in their HEUi system. And those engines lived forever. This is a product looking for a problem that doesn’t exist.
Hands down BANKS is the BEST!! No competition is even close!
Technically, the pan is the only thing trapping the really old oil, since the oil in the pickup tube will circulate with the fresh oil. But your point is still true about not being able to put completely fresh oil during a change. If I still had my Duramax, I would be buying one of these.
I would love a full set of these pans for the 6.7 Cummins!
YES
@bankspower well, how about it?
Good solutions to "problems" that may not really be a big deal. Nonetheless, kudos for optimizing everything.
The part of the video I find misleading is that you say that a particular quart of dirty oil is trapped in the engine forever. It's not. A quart that has been mixed with newer oil since your last oil change will always remain trapped, but it's not like it's the same exact quart that stays trapped forever.
7.3 Powerstroke holds 3 quarts of oil when you just drain the oil pan. I suck out the high pressure oil reservour and fill it, put the cap plug on and run the engine 2- 3 minutes. I do that 3 times to help get most of the old oil out. I also have a FS2500 oil bypass filter installed to keep the oil clean. Every diesel needs an oil bypass filter installed with egr because that puts alot of soot in the engine oil.
I suck the old oil out of the hpop reservoir as well, it helps the injectors run in cleaner oil in start up.
I think the 7.3 holds 13 Quarts of oil, not 3 Quarts if I am not mistaken.
Love the solutions you come up with!
😊😊😊😊😊😊 thank you again Mr. Banks
I'm officially a Banks fan now. Thanks for your video.
When I do an oil change I always pull the filter before re-installing the drain plug, as I’ve noticed that after the filter is pulled a fair amount of oil will drain again, presumably from the pickup tube. I will then reinstall the drain plug, and fill the engine with oil before installing a new filter to prevent an excessively large air bubble from being trapped in the pickup tube. I then install a pre-filled filter, pull the fuse for the injectors, and crank the engine until I see oil pressure on the gauge.
yeah, on my bimmer it's recommended to loosen the oil filter and open the fill port before opening the drain plug to lose that vacuum. Gets an extra quart out.
Imagine how awesome trucks could be if this level of thought and care was implemented throughout the entire vehicle! 1 million miles would be a cake walk!
Which is worse,
After an oil change, and the Banks pan is installed, oil fills the pickup tube as it seeks equilibrium. This happens quickly. The engine is never starved of oil. We've measured the time-to-pressurization. Where the oil sits in the pan and pickup tube in relation to the pump before, during, and after start-up, was not left to guesswork. Hundreds of hours of tests were performed during the development of the JLTV oiling system, which shares geometry with the pan in this video. This pan design can be found in more than 30,000 JLTV (Joint Light Tactical Vehicles) powered by Duramax L5P engines.
Brilliant video.
I hope you sell a ton of these pans and add ons.
Let's get cooking.
@1:12 - Are you trolling? Pouring with the spout at the bottom...
Really only matters with the small 1qts and if you don't have a funnel. Like when you gotta do a random top up or lost the funnel in the stack of 50 other ones you threw in the corner.
GM really screwed up that engine sump design, thanks for the presentation great insight here. You shed a heap of information regarding oil retention that would severely shorten an engines lifespan due to a manufacturer's oversight.
I'm convinced I'll keep the stock sump and save money
Hi there, excellent video! An alternative would be to use an oil pump sucker from oil deep stick to suck the remaining oil and provide oil picker air to continue the draining. I've started using this method a while ago. Regards, Nacho.
I own a 2018 L5P. My goal is that this is my forever truck. Looks like i need to start doing some upgrades. Question: how do these mods impact warranty?
Banks upgrades are typically engineered to comply with factory warranties. It’d be best to speak with someone from banks while ordering said parts though.
Someone lied to you. Forever doesn't exist.
Man I love how they show the real engineering that went into it. Very impressive and also very informative!
This is why you don't listen to marketing when it comes to fluid changes. Any truck that gets used in the real world should go on the severe service schedule.
I totally agree, over the last months I was looking ad ads for used trucks and be that private sales or those that traded in at a dealership. It was the dealership trades that more often had access to a carfax and while that can only tell so much and won't record maintenance that an individual does to their own vehicle, it does however give a window to a trend with some owners that went time after time to a certain dealer for their oil changes. It was eye opening to day the least with some vehicles, the horrible ( in my estimation ) oil change intervals and it did not entice me in the least to be interested in such a vehicle and wondered what prompted them to trade it in. So rather than deal with someone else's lack of care, I decided I would pay the extra for a new vehicle and start fresh and know how it was maintained.
@charlesb4267 It's one of two reasons I bought new with my second Mazda. The first one I had burned a half quart of oil every oil change. And I'm sure that was not just because Ford built the motor. The second reason was because I wanted a stick and good luck finding one used 2019.
@@Wagonman5900 I never would have thought that the standard transmission would disappear completely from pickups in the big three and yet they did as most of them are destined for the north american market which has become very different from a lot of countries in the world that still rely on the traditional standard gear box.
@charlesb4267 Sadly, the manual is gone from trucks altogether in the U.S. Still, automatics are stronger, and those extra gears help when hauling heavy. They are slower on the draw when it's time to shift and make power. This isn't too bad when you're in a truck, but when you're in your daily driver, that second matters in traffic.
@@Wagonman5900 That is right, the three speed automatic was all there was for many years after it first became a main steam transmission concept and the non lock up torque converter was a constant waste of power as well as a heat generator, while three speed standards turned into four ... then five etc. Its when the lock up torque converter and the four speed overdrive automatic came on and then finally even more gears, that turned the tide as it became more capable and didn't have near the drawback as per the slippage of the older style torque converter.
So pull the oil pan with each oil change? Got it ✅
The engineering behind the pan is fundamentally flawed. You WANT oil in the pickup tube so the engine does not dry start. Last time I checked, running an engine without oil is a LOT worse than running an engine with some dirty oil. Also what about the oil that is still trapped in the oil cooler? Look carefully at the front of the pan at 3:56. That is dirty oil that is still in the engine going back into the pan once the engine is started, rendering the cleaner oil in the pain useless... Also if these fins are so great why are there no claims on reductions in oil temperatures?
I have reached out to Banks multiple times regarding other diff covers for popular applications like Ford 8.8/9.75, Dana 44s etc. The pushback that I'm given is due to the cost of the tooling for the die casting process. Banks claims the market for other axles isn't large enough to justify the tooling costs for die casting and they would lose money making some of these covers. I'd love to know how tooling for a 20-24 L5P oil pan is easier to justify than a diff cover for every Ford 8.8 made from 1986 to 2014.
Gale's input was minimal on these pans, and it shows.
Spot on brother!
so I speak this as a Chevy fanboy, GM has been getting cheap thermostats for the transmission and oil coolers that have a bad habbit of failing, the most common solution on the forms is a thermostat bypass so your fluids are going 100% to the cooler all the time, not great when you live up like where I do where -50F is something we have to deal with and getting your fluids upto temp does matter
the fins buy you extra time or if you live someone colder it completely removes the problem of your oil overheating because its able to do the majority of its heat exchange in the pan its self, but i do agree even a few seconds of the engine dry running is WAY worse then having a bit of dity oil, that's why you have an oil filter, because there is nothing in the pickup tube to get the engine oil and the oil pump is going to have to move air creating the problem of a wet pump moving dry cutting down its life time as well
@@BigMOBBOB they only make stuff for the newest duramax anyways. Hardly any support for anything else anymore.
Yep, they don't have much for my LBZ. @@sHoRtBuSseR
All engine components have an oil film already, and they will have oil pressure again before this would ever become an issue.
We need more companies like you.
Dark oil doesn't mean bad oil, It's meaningless on a Diesel.
they didn't imply thaat it was bad, they said that the left over oil is no good. Everyone knows that a diesel turns oil black as soon as it leaves the mechanics. This will just get full drainage every time
Says the company selling expensive oil pans lol , Do what you want it's not going to make any difference long term.@@nickmacpherson6898
You are correct. Oil becomes dark almost instantly. What we are concerned with is metal debris being trapped at the bottom of the pan.
@@bankspower Exactly! And the metal particles will always end up in the part of the original pan that won’t drain
@@WingspeedGarage if your pan is full of metal, you have bigger issues than some residual oil in the pan. Step 1 of oil changes 101: Get the vehicle to operating temperature so particles are in suspension.
As a lubricant engineer. This makes me happy. Very happy.
A solution to a problem that doesn't exist. Factory setup prevents dry starts 😊
All engine components have an oil film already, and they will have oil pressure again before this would ever become an issue.
GM's intent was not to retain oil in the pickup tube for priming. Oil trapped in the pickup tube is a byproduct of the use of a weld nut, used to allow for proper thread engagement on the drain plug to avoid stripping the threads, but, directed inwards as to not make the drain plug a low point on the pan. This results in a pool of oil at the bottom of the sump, and thus a pickup tube will retain additional contaminated oil. We've measured the time-to-pressurization with both the stock and Banks pans. In both cases, the time is negligible.
More harm is caused by dirty oil at the bottom of the sump than the few milliseconds that it takes oil to travel up the tube. Where the oil sits in the pan and pickup tube in relation to the pump before, during, and after start-up, was not left to guesswork. The "trapped condition" of the oil in the pickup tube on the stock pan is actually a temporary condition due to the wetted oil pump gears, but eventually the static level in the stock pan and pickup will reach an equilibrium to one another as the oil pump is not an absolute perfect seal. The equilibrium is overshadowed by the fact that the oil is still trapped due to the weld nut anyways, and cannot be drained. It just so happens that the faster you drain the oil on a stock pan after turning the engine off, the more oil you'll have trapped in the pickup tube.
Additionally, the reverse is true. The pressure of the total oil capacity when re-filling the system with a Banks pan means oil can be forced up into the pickup tube prior to start up, as air can be pushed back up through the oil pump gears. Hundreds of hours of tests were performed during the development of the JLTV oiling system, which shares geometry with the pan in this video. A similar pan design can be found in more than 30,000 JLTV (Joint Light Tactical Vehicles) powered by Banks D866T Duramax L5P-based engines, all with zero oil pressurization issues in the field. We would have liked to have shared video footage of the oil level and pressurization tests. You've never seen so many clear graduated tubes running in and out of an engine before. Unfortunately, this footage is classified.
I 100% agree. You are getting 90% of the oil out of the engine. Change your oil every 5,000 miles and not worry about that extra little bit of oil in the pan. Probably way more in the oil cooler.
my second Duramax doing this process with zero problems. First was a 2001 purchased new that was running perfectly with 680,000 miles when i sold it only engine components that failed were injector pump 53,000 and one set of injectors somewhere around 200,000. Replaced the stock filter housing with a Racor using a 2 micron filter instead of the factory 4 and no more fuel system failures. Currently driving a 2014 2500 purchased new with just under 750,000 miles 2 micron fuel filter no lift pump do a 1 percent canola or soybean oil mix with the diesel and zero fuel system issues so far. I stopped changing the oil in the 01 at around 60,000 and only replacing the filter between 20 and 25,000 miles then topping of a qt, qt and a half of fresh oil. The 2014 has only had 4 full oil changes, 3 during the break in period and 1 after a forced regen at around 120,000 and never again just the filter between 20 and 25,000 and top it off. ZERO bottom end problems. You Duramax doesn't have "cancer"!!!
This is great but at least PPE actually caters to those of us with a 3.0
I don't own a motor that one of those pans would fit on but this video still makes me want to go out and buy a pan. I really need one.
That quart isn’t stuck in there forever. It is quickly diluted at each oil change and mostly removed at the next oil change. The next quart trapped is only 1/10 or so of the original oil. Is it better to get more of the used out? Sure. Is having 10% of the oil left in the engine at each change a big deal? No, if you are changing your oil and filter per the manufacturer’s schedule. I definitely wouldn’t pay for this expensive oil pan replacement just for that. Much ado about next to nothing. It is far worse for the engine too run it 10% past the recommended change interval than to leave 10% of the old oil in the pan.
Another stellar product by Banks Power. I'm going to buy me one of those strontium ferrite drain plugs - no matter what the cost.
The transparent pan is pretty cool but it isn't shocking to see the oil left in the pan, nor is it worrisome.
It should be, because it's a lot. It's about 9% of all the oil in the engine. And it's where the sediments go, at the bottom of the pan. You're keeping all that dirt in the engine.
@@johnnyblue4799no, it's not worrisome because any of that sediment that actually makes it up the pickup tube will get caught in the filter anyways, and it's really not a problem that 10% of the old oil remains. It still has plenty of lubricity and the new oil adds plenty of new additives.
This is a solution looking for a problem, and though I'm sure it's *technically* slightly better, it's really not necessary and not something to worry about.
@@clapanse Up to what percentage of mixing old oil with new it's not a problem? 20%? 50%? Why not removing all that can be removed? All it takes is that GM reshapes a bit the pan.
@@johnnyblue4799 If you're worried about the 9% of old oil left in the engine, you must be losing your mind over the 100% of old oil you're running most of the time.
@@johnnyblue4799It's a deliberate design feature, to stop the pickup tube draining and potentially let the pump lose prime.
great video. I have not usually paid much attention to different aftermarket parts, but am now. I have a 2008 ram 3500 with the Cummins, which i love. After my son ( a technician at a local bmw mini dealership) sent me the info about the heater element issues, i purchased the monster intake. Recently, i had a gc for a local parts store, and wanting to use it, i purchased a k&n oil filter, big mistake. I installed it as instructed , and a few days later i crawled under my truck and noticed a bit of oil on the filter bottom. Thinking maybe this was risidual from filling the filter prior to install, i wiped it and forgot it. A couple weeks later i noticed the same, but went and bought an oem filter from a local dodge dealership. No issues since. I believe the internal area by the threads protrudes too high towards the top edge , thus contacting part of the engine beside the threaded nipple, and stopping the seal from sealing. Lesson learned for me. With aftermarket parts, some are fine, but do research when able. Anyone else had this issue?
Wow so dramatic. There will always be trapped oil in an engine.
Who's being dramatic? Maybe you're being delusional.
@@2015_RubicnnI love the know it alls in the comments lol
Yes, there will still be dirty oil trapped in the engine. However, during an oil change, the objective is to minimize the presence of contaminants, primarily heavy metals. While fresh oil dilutes the contaminants, a significant amount remains. These metallic residues contribute to accelerated engine wear. To optimize engine performance and extend its lifespan, it's essential to extract as much of the contaminated oil as feasible.
@@peterssynthetics-independe6786 Yes, people are definitely weird.
Very interesting. Should make a pan of this type for several makes and models.
Wait. So you think that quart in the bottom of the pan stays separated from the rest of the oil for the life of the truck? That's the dumbest thing I've ever heard.
Awesome video.. nice job on showing kt with a clear pan. If running stock pan park on a steep incline when draining oil might help or ramps.
You know what you've never done? You've never created a clear plastic mock up of any Banks cover to show they actually do what you say they do.
not that I'm saying their products don't do what they say they do but it would be really cool to see the difference
It's not just the duramax that prevents complete oil drainage, this is a "feature" on many engines nowadays. The retained oil doesn't just lay in the pan, it mixes with the new oil so it isn't as damaging to the engine as you imply but does accelerate the degradation of the new oil.
The problem is "design for manufacturing" vs "design for function" - the weld in threadsert is cheaper to make.
The very reason I have been running PPE’s Larger than stock Giant oil filters on my ‘02 LB-7 in my Sierra . It filters down to next to nothing @ 2 microns and even after months of driving the oil on the dipstick looks as clean as the day I changed it . I was going to add a Frantz bypass oil filter years ago , but once the PPE filter became available & I began using them I abandoned that idea. No engine I’ve ever seen will COMPLETELY drain out all the old oil at oil changes that I have seen in my almost 50 years as a mechanic, so do whatever makes you comfortable for your personal application.
I don't even have a GM truck - but watching what you did her is pretty damn cool! If I had one I'd get this!
I don't even own a truck and I loved this video. I would buy from them.
This is very interesting, thanks for sharing. I never would have known that the dimple was to prevent cavitation. Also, I thought the reason for the ECU to reduce power was fuel economy, not oil temperature control.