@@alexl5242 The other guys that are destroying the channel one video at a time are the same guys that shoot and edit Gale's highly technical videos like this one. We strive to strike a balance between highly technical videos and those that the average enthusiast without an engineering degree will understand and find entertaining.
@@bankspower Hey!! I don't have an Engineering Degree but I understood this entire video. Having said that I did study Mechanical Engineering for 3 years before deciding to follow a different career path, keeping the Mechanical aspect more of a Hobby than a career.
Mr. Banks has done it again. Thank you for explaining engineering principles in plain language. They should show this video in engineering schools to teach engineers how to talk too managers (the guys with the money to fund the fun stuff). This is the first time I recall someone addressing lift profiles as 'area under the curve' the essential piece of analytics. Glass raised, bravo!
What is Gale's opinion of electromechanical valve actuation (aka Freevalve) and similar technologies? Although nascent, the potential of a near-square valve profile has huge potential for extracting performance and economy, IMO.
I'm also curious about his opinion on the various variable technologies. Though, Freevalve specifically is a pneumatic actuation with hydraulic holding and dampening. I have a feeling that Gale is going to prefer a fully mechanical system due to the fact that there's less parts to break and less dependency on control units when a chunk of metal, that's made correctly, 'just works.' Sadly variable valve technologies will never be available to the average enthusiast unless provided by the engine's OEM/ODM, they're just too complex to make sense outside of the manufacturer and outside of teams building various performance vehicles that actually have the funding, and a team of paid engineers and tuners, to delve into variable valve technologies.
I'm a gas guy, but I love these cam videos! You know what would be a really cool future project, at least for nerds like me, would be a max effort NA duramax in one of those old Cadillacs that came with the horrible NA diesel 350 V8. 6.6l at 5500 should be able to pump pretty good NA power, especially in a car chassis. It'd be really cool to see intake manifold and header tuning do work on a diesel. And I've always wondered, why doesn't any intake tuning seem to be cared for in the turbo diesel stuff? It works for gassers. I'd love to see Gale go on Richard Holdeners livestream and talk camshafts! Every cam is a turbo cam! haha
If I see gale holding notes to help explain what is being done and it reminds me that if your can't explain it to a child your don't understand it enough. Thank you gale for making happy to feel like a child!
Mr. Banks, I truly love your passion for engine, specially diesel engine, technology. The words you use and the talent you have to describe what you're talking about is second to none. When the correct terms are used based on actual working knowledge and experience, I'm hooked!!! The pride you display in these videos is one of the main reasons I watch, next to the information. The nitty-gritty details so many pass over because it requires thought and mental energy. Its great!!! I can't wait to see the LokJaw finished.
I could literally listen to Gale all day. Such an engaging and informative way of conveying his message. Can't wait for the engine build and dyno videos!!
I always learn so much. Thanks for showing us all the details of how a cam works and why over lap, blow down, act. All matter when making power (getting air in and out).
Mr Banks, you really have the information and the way to convey it so it's well absorbed. Between this video and the Duramax Dyno series with the valve open time vs rpm I've really gotten an education on Camshafts that I never had before. I've made big power but I never could have explained why exactly. I've even had a couple cams ground with a lot more lift and very little duration or centerline change simply because I liked the power curve and simply wanted to raise it up not out. That was simply based on big lift 270-290 duration mechanical lift cams making far more power at 3500 than a 550 lift 240 duration cam. I figured a 240 duration should make better power at 3500rpm than a 290, the only thing missing was lift. This got me into a 680 lift with good valvetrain parts and considerably better power to 6500. Thanks again for telling me why my deduced reasoning paid off.
i myself like the video team trying to bridge the gap between graphs, and area under the curve with actual vehicles, cars, engines, smiles per mile, etc. Ultimately Banks is not in the business of creating graphs and dazzling us with science, but rather in the business of selling things to make our engines run much better. I would love to see a discussion of the merits of the turbo, so-called 'free horsepower' at the cost of back pressure compared to the merits of a supercharger that "robs horsepower" while not creating back pressure.
Thank you Mr.Banks. please keep up the great work on the videos. I doubt many of the kids understand in the days before youtube we all spent $6 every month for that 1 article in a hotrodder magazine for 1/5th of the info.
I was worried that with Sig Erson gone and Ed Iskenderian about to turn 100yo, we may not have someone left to design whacky custom cams. Alas, I needn't worry. We have Gale Banks !
Cool test tool and very smart use of a ball for the follower on the lobe - want to see what affect a swap to a different roller with a different diameter has? Just swap over the ball and plot it. However, I DO have a problem with simply inputing a "rocker ratio" as unless all points - the contact point for the pushrod, the pad operating the bridge, AND the pivot - are ALL in a line, the actual rocker ratio is going to change as it moves through it's operating arc, or at least have identical operating arcs in the valve and pushrod angles are different. Heck, change the pushrods to a slightly longer, or shorter, 'replacement' and you'll change the valve to camshaft relationship.
I believe Gale explained how the machine accurately measures various combinations. Unless you are very special and have access to this same equipment, I suggest you watch and learn.
@@paulcopeland9035 I'm not, I have had, he didn't quite, and changes to spring loading, modulus of the components (EVERYTHING will exhibit strain under stress, to some extent - some more, some less), inertial loading, etc. will further skew the net vs nominal ratios. I just thought to keep it simple with an example of why it is all very well to have a high degree of accuracy at one point but unless the valvetrain is taken as a whole, rather make an assumption that is rarely correct, the final results will invariably be nominal, at best, and could be quite different from what might have been expected. If you're actually interested in this sort of thing, there are many sources available to you, such as this - oneblog.trendperform.com/are-flimsy-pushrods-costing-you-power-try-this-at-home-valvetrain-stiffness-test - which states "Next, we checked the max lift on an adjacent valve with the actual valve spring using the same lifter, pushrod, and rocker arm. We were surprised to find that with 600 pounds of open load, the max lift dropped to 0.710-inch. This resulted in a deflection of 0.034-inch." This one is rather good - note the mention of harmonics, which you may wish to pursue further as they, and the resultant critical frequencies, can be a real problem with component design and changes - www.enginelabs.com/engine-tech/engine/engine-tech-understanding-valvetrain-geometry-and-getting-it-right/ For a more visual illustration, check this out - facebook.com/EFI101/videos/693348804608564 For me, Mr Banks's engine test videos are a MUST, his test proceedures and data logging makes for some very informative content - and I REALLY like his "clean burn" philosophy, which I recall from as early as the late seventies/early eighties (dates get fuzzy when you're old 😞). BTW, any relation to Johnny Copeland? th-cam.com/video/AGPx-ekqZEo/w-d-xo.html
Im 22 years old and i wished i could have been born years ago so i could have gotta to learn more information that gale gets. I would love to meet this man and run information that i need answers too. Im a big duramax fan and to see gale take a duramax to the next level is just incredible. I wished i could get an job shadow with him and work hand and hand with a wonderful experienced man
Wow Banks you really outdid yourself this time😁. Lots of details, I really like that. Keep it coming. Because of you and these videos I'm converting my 94 Toyota 4Runner to the same generation Hilux turbo diesel. Going to do the swap from the 3VZE V6 to the 3.0L 1KZ turbo diesel.
Love how he's like this is better and this is why... Science, math, data and 110% badaśš og. Someday when I get a Diesel powered truck I will be going full Banks
If you need a truck to put a blown, Duramax crate engine in, you know, for testing purposes, I'd be happy to put a big hole in my hood! Haha! I'm looking forward to seeing this build finished and on the road with a Fedora-wearing, Gale Banks behind the wheel!
I'm knowledgeable with respect to cam specs, however plotting a cam profile provides a different perspective of what's happening with the valve open/close/overlap events. Thank you Mr. Banks!!!!
I wonder if banks could make a freevalve system for a duramax... if a guy in his garage can do it with a miata, i wonder if these guys can do it better.
Gale with all the precision of getting the lobes all on center, the lift and duration up to par, have you ever checked a camshaft for balance? I've tinkered around with some old cams buy mounting them on some homemade easy spin bearings, even at very low speeds they shake like no tomorrow. I can get static balance somewhat there, dynamic balance is a different story with lobes at opposite ends apart say 120 -200 degrees apart. I realize the cam runs at 1/2 crank speed and has a bunch of lifters doing jumping jacks only aggravates the situation. Really appreciate your videos they make you think! Thanks Fred.
what is the difference between turbo and supercharger cams? isn't pressure in the intake just pressure in the intake no matter what compressor is used? also what makes an na cam different from any pressurized cam other than the emphasis on low valve overlap?
I guess what I want to know is why we went from blowers to turbos it seems that the perfect losses from superchargers or purely from the crank, as we all know horsepower isn't free.
Fascinating! Now I’m wondering what the difference is between a camshaft of a turbocharged vs supercharged engines. On a non-fuel injected engine the camshaft regulates how much air and fuel gets into the engine. I would not think the pistons would not care which camshaft you use. Gale, I need more lessons! Please.
Dear Gale, I honestly enjoy watching your videos, especially those where you dive veryyy deep into the details. It's obvious that automotive engineering is Your true passion and I hope You will continue telling us how it's done for many more years. Thank You! Besides that I have one specific question, which I hope You or Your team can answer: what is the font You are using on the tables of Your presentation slides? Thank You in advance.
You should make the ECU lead throttle a tiny bit in comparison to your actuall throttle position and then return to normal once it notices you stopped pushing the pedal further. So it feels even snappyer then just a supercharged diesel by itself. So that lockjaw realy snaps your back... Well you get the pun do you 😅 Sorry for my tism. Have a great day and a good time.
I keep waiting for someone to come out with a 48v conversion kit to run an electrically driven super charger. Just need to transform the voltage down by 4x for the rest of the vehicle to run properly.
Just rewatched this video, question, it looks like a flat tappet follower could be mounted in place of the ball follower. There is discussion on how things change between the two types as far as acceleration of lift.etc. Not to say that a roller setup is the way to go. At the speed this device turns the cam would never know the difference. And a graph overlay of the two would show it.
When done right...I guess one could make power on intake stroke on a boosted engine. 2 intake valves opening.... 3 bars of boost ( 40 psi or so) and beneath the piston atmospheric pressure.....That sounds power to me... But maybe that is compensated by the exhaust stroke: say 40 psi of back pressure...and atmospheric beneath the piston.........
With the supercharger, there will be less backpressure than with a turbo, so some net power can be made on the intake stroke. But then you have to consider that big supercharger siphoning power off of the crankshaft.
Why are the valve springs marked green? Anything special or just to let the production line know what valve springs are in the head? thanks for the video, loved it.
12:57 This part for the Intake is not entirely correct. It is absolutely correct for naturally aspirated application. In a forced induction application (as is normally in a diesel and what is discussed in this case), the pressure in the cylinder is higher than the atmospheric one and (I am assuming here, but it is a very good assumption) the crank case pressure is around atmospheric, so the pressurized air in the intake is actually pushing the piston down and creating power. Of course parasitic losses will eat some of this power away, but with enough boost there is a break even point and eventually net power gain to the crankshaft during the intake stroke.
Loved the lift curve presentation! Could you match this with a discussion of what the fancy numbers on the cam card really translate to on that graphical presentation? How is the Monster Truck engine project? NO update in a while. FR
@@richard9436 Yes, I got that. What I was hoping to do, was to get one of the best car guys to show how the numbers plot on that same graph, and that the raw numbers alone don't tell the whole story. Gale Banks, although an engineer and professional geek, is one of the best "explainers" in the car world- he manages to leave most of the "geekisms" out and the facts in. FR
BP. Do like this scientific philosophy ! Reduced exhaust back pressure with a supercharger and less heat is a choice combination including higher rpm level and hopefully revving quicker too ? V.
"background"?? At 2:53 The LSX is about as front and center as it gets. He then explains the LS presence on the Duramax lifters. Are you watching the same video as I am?
@@paulcopeland9035 I apologize, I often listen to the videos while working and don’t necessarily watch every second, so I guess I missed that part, I do think it’s bizarre to have an LSX 376 on the engine stand as a long block assembly, while demonstrating LS lifters however. I was eluding to the fact what’s a diesel performance shop doing with a boost ready engine practically ready to be installed into something? GM offers the LSX 376 in two variations depending on boost level, I was hoping with my comment someone might spill the beans on an upcoming project, I didn’t intend on getting lambasted by some keyboard commando.
@@paulcopeland9035 He stated in the video the Whipple was on the small side for the application and hopes they are working on something newer, Whipple is still limited by the rotors which they purchase from Eaton... regardless pro chargers are breaking records left and right radial racing.
Loved this video. What I would like to know is with the 400 and 500 grinds will any port modification be needed or recommended as compared to an normally aspirated engine. If so what would before and after flow ratings look like?
On the newer cam it was my first thought of rolling resistance so they made the cam profile thinner to make it more efficient... Am I at least somewhat correct Gale?
Only road diesel engines I've seen with a blower (maybe not a real supercharger), are the old Detroit Diesel 2 stroke engines. I'd imagine they have different camshafts to handle it, but the blowers on those engines were just to provide enough air to feed the engine. Not really for performance. I bet this bumpstick does more than the old stuff does!
Blowers on diesel trucks are as common as dirt. The 71 series roots type blower has been on over the road trucks and heavy construction equipment since christ was a corporal!
Why is your exhaust lobe noticeably bigger than the intake lobe if the exhaust valves are 94% of the intake valves? Your EVO can be even earlier because of the diesel's high geometric CR
I got a quick question for someone wiser then me. why do the banks cams claim to have a higher area increase on the intake stroke compared to the exhaust stroke? in my mind this would put more air in the engine leaving exhaust still in the cylinder which would hurt many stats. Am I missing something or is my point not noticeable in the grand scheme of things I would be interested in answers.
Will this mean compromising the low-end torque? It's a 4 valve per cylinder design already, but how bad would the effect be if the cam specs are changed as shown here? Or will the blower negate this impact?
I'm guessing you heard the old adage those who can do. Those who can't teach. Well you certainly disprove that. Is it possible to over cam a boosted engine?
THIS is what I watch Banks for. More like this. This is the good stuff.
Yes! I don't even watch the other people. They are destroying the channel one video at a time
Yes!
@@alexl5242 The other guys that are destroying the channel one video at a time are the same guys that shoot and edit Gale's highly technical videos like this one. We strive to strike a balance between highly technical videos and those that the average enthusiast without an engineering degree will understand and find entertaining.
@@bankspower Hey!! I don't have an Engineering Degree but I understood this entire video. Having said that I did study Mechanical Engineering for 3 years before deciding to follow a different career path, keeping the Mechanical aspect more of a Hobby than a career.
@@alexl5242 think before you speak
I swear I learn more from Gale Banks than I have in all my years of engineering schools...
Mr. Banks is the real deal. I learned that people who use super chargers are wasting their time and energy on cars and trucks.
Me too.....
i realize I am kind of off topic but does anyone know a good place to watch newly released movies online?
@Eric Jaxtyn I watch on FlixZone. Just google for it =)
@Jaxton Abraham Definitely, I have been using Flixzone for months myself :)
Finally a Banks video. Those Disney production episodes are hard to watch & why I don't pay monthly for cable TV & its shows.
This what we come to see!
Wow what a fantastic geek-engineering-overload video. 27 minutes it seemed like 7. Really appreciate Gale sharing all this knowledge and research.
Mr. Banks has done it again. Thank you for explaining engineering principles in plain language. They should show this video in engineering schools to teach engineers how to talk too managers (the guys with the money to fund the fun stuff).
This is the first time I recall someone addressing lift profiles as 'area under the curve' the essential piece of analytics.
Glass raised, bravo!
Now please make super turbo cams and explain them like this. Gale for prez!
What is Gale's opinion of electromechanical valve actuation (aka Freevalve) and similar technologies? Although nascent, the potential of a near-square valve profile has huge potential for extracting performance and economy, IMO.
I'm also curious about his opinion on the various variable technologies. Though, Freevalve specifically is a pneumatic actuation with hydraulic holding and dampening. I have a feeling that Gale is going to prefer a fully mechanical system due to the fact that there's less parts to break and less dependency on control units when a chunk of metal, that's made correctly, 'just works.' Sadly variable valve technologies will never be available to the average enthusiast unless provided by the engine's OEM/ODM, they're just too complex to make sense outside of the manufacturer and outside of teams building various performance vehicles that actually have the funding, and a team of paid engineers and tuners, to delve into variable valve technologies.
I think this would very well on diesel engines at least factory ones cuz of cylinder pressures would be a problem for the solenoids I'd think.
I'm a gas guy, but I love these cam videos! You know what would be a really cool future project, at least for nerds like me, would be a max effort NA duramax in one of those old Cadillacs that came with the horrible NA diesel 350 V8. 6.6l at 5500 should be able to pump pretty good NA power, especially in a car chassis. It'd be really cool to see intake manifold and header tuning do work on a diesel. And I've always wondered, why doesn't any intake tuning seem to be cared for in the turbo diesel stuff? It works for gassers. I'd love to see Gale go on Richard Holdeners livestream and talk camshafts! Every cam is a turbo cam! haha
Need to wear a helmet to keep my head from exploding when Sir banks starts to Teach.
For fighter pilots they call that a helmet fire. Too much info for the head.
If I see gale holding notes to help explain what is being done and it reminds me that if your can't explain it to a child your don't understand it enough. Thank you gale for making happy to feel like a child!
Mr. Banks, I truly love your passion for engine, specially diesel engine, technology. The words you use and the talent you have to describe what you're talking about is second to none. When the correct terms are used based on actual working knowledge and experience, I'm hooked!!! The pride you display in these videos is one of the main reasons I watch, next to the information. The nitty-gritty details so many pass over because it requires thought and mental energy. Its great!!! I can't wait to see the LokJaw finished.
I could literally listen to Gale all day. Such an engaging and informative way of conveying his message.
Can't wait for the engine build and dyno videos!!
Absolutely brilliant engineering!
Thank you, more to come.
I always learn so much. Thanks for showing us all the details of how a cam works and why over lap, blow down, act. All matter when making power (getting air in and out).
3:29 I think Gale needs to explain this concept to the folks at Bosch who designed the CP4.
@@V8Lenny with this excuse bosch is footing us. They told us in italy that fuel is crap too...
@@V8Lenny i work on us cars here. The quality is less than our fiat
Mr Banks, you really have the information and the way to convey it so it's well absorbed. Between this video and the Duramax Dyno series with the valve open time vs rpm I've really gotten an education on Camshafts that I never had before. I've made big power but I never could have explained why exactly. I've even had a couple cams ground with a lot more lift and very little duration or centerline change simply because I liked the power curve and simply wanted to raise it up not out. That was simply based on big lift 270-290 duration mechanical lift cams making far more power at 3500 than a 550 lift 240 duration cam. I figured a 240 duration should make better power at 3500rpm than a 290, the only thing missing was lift. This got me into a 680 lift with good valvetrain parts and considerably better power to 6500. Thanks again for telling me why my deduced reasoning paid off.
More killing a duramax, please! Guess the other cam, the turbo cam, is for that, soon to be released, episode.
I believe that they maxed out the tq on the dyno and are installing a larger one.
To all of you at Banks. Keep up the great work! God Speed
Gale, you and Paul Danner, my favourite TH-cam Auto teachers.
Thanks for sharing.
i myself like the video team trying to bridge the gap between graphs, and area under the curve with actual vehicles, cars, engines, smiles per mile, etc. Ultimately Banks is not in the business of creating graphs and dazzling us with science, but rather in the business of selling things to make our engines run much better. I would love to see a discussion of the merits of the turbo, so-called 'free horsepower' at the cost of back pressure compared to the merits of a supercharger that "robs horsepower" while not creating back pressure.
Thank you Mr.Banks. please keep up the great work on the videos. I doubt many of the kids understand in the days before youtube we all spent $6 every month for that 1 article in a hotrodder magazine for 1/5th of the info.
25👍's up Mr Power thanks again for taking us all to school
I have to rewatch these videos from Mr. Banks a few times. Class never ends. Love it.
That was great, love the in depth look at why these parts are designed this way
My garage fantasy duo. Gayle Banks and Mike Patey. That would be a killer project whatever they did.
I was worried that with Sig Erson gone and Ed Iskenderian about to turn 100yo, we may not have someone left to design whacky custom cams. Alas, I needn't worry. We have Gale Banks !
Love the break down Gale you guys rock
Cool test tool and very smart use of a ball for the follower on the lobe - want to see what affect a swap to a different roller with a different diameter has? Just swap over the ball and plot it.
However, I DO have a problem with simply inputing a "rocker ratio" as unless all points - the contact point for the pushrod, the pad operating the bridge, AND the pivot - are ALL in a line, the actual rocker ratio is going to change as it moves through it's operating arc, or at least have identical operating arcs in the valve and pushrod angles are different. Heck, change the pushrods to a slightly longer, or shorter, 'replacement' and you'll change the valve to camshaft relationship.
I believe Gale explained how the machine accurately measures various combinations. Unless you are very special and have access to this same equipment, I suggest you watch and learn.
@@paulcopeland9035
I'm not, I have had, he didn't quite, and changes to spring loading, modulus of the components (EVERYTHING will exhibit strain under stress, to some extent - some more, some less), inertial loading, etc. will further skew the net vs nominal ratios.
I just thought to keep it simple with an example of why it is all very well to have a high degree of accuracy at one point but unless the valvetrain is taken as a whole, rather make an assumption that is rarely correct, the final results will invariably be nominal, at best, and could be quite different from what might have been expected.
If you're actually interested in this sort of thing, there are many sources available to you, such as this - oneblog.trendperform.com/are-flimsy-pushrods-costing-you-power-try-this-at-home-valvetrain-stiffness-test - which states "Next, we checked the max lift on an adjacent valve with the actual valve spring using the same lifter, pushrod, and rocker arm. We were surprised to find that with 600 pounds of open load, the max lift dropped to 0.710-inch. This resulted in a deflection of 0.034-inch."
This one is rather good - note the mention of harmonics, which you may wish to pursue further as they, and the resultant critical frequencies, can be a real problem with component design and changes - www.enginelabs.com/engine-tech/engine/engine-tech-understanding-valvetrain-geometry-and-getting-it-right/
For a more visual illustration, check this out - facebook.com/EFI101/videos/693348804608564
For me, Mr Banks's engine test videos are a MUST, his test proceedures and data logging makes for some very informative content - and I REALLY like his "clean burn" philosophy, which I recall from as early as the late seventies/early eighties (dates get fuzzy when you're old 😞).
BTW, any relation to Johnny Copeland? th-cam.com/video/AGPx-ekqZEo/w-d-xo.html
Im 22 years old and i wished i could have been born years ago so i could have gotta to learn more information that gale gets. I would love to meet this man and run information that i need answers too. Im a big duramax fan and to see gale take a duramax to the next level is just incredible. I wished i could get an job shadow with him and work hand and hand with a wonderful experienced man
Gail Bank is so full of knowledge!! Love watching him talk!!!!!
Valve bridge reminds me of the detroit 2 stroke 4 valve heads.
Wait, this is supercharged diesel like a 2 stroke normally is. What's going on here?
Probably benefit looking at changing the exhaust manifold to gain scavenging effect almost like long tube headers on a gasser
Thanks professor. Well done. Thanks for not giving us homework, I need to watch this video a couple of more times to fully digest the information.
Pikes peak, I think that is where this is heading to.
Wow Banks you really outdid yourself this time😁. Lots of details, I really like that. Keep it coming. Because of you and these videos I'm converting my 94 Toyota 4Runner to the same generation Hilux turbo diesel. Going to do the swap from the 3VZE V6 to the 3.0L 1KZ turbo diesel.
Love how he's like this is better and this is why... Science, math, data and 110% badaśš og. Someday when I get a Diesel powered truck I will be going full Banks
If you need a truck to put a blown, Duramax crate engine in, you know, for testing purposes, I'd be happy to put a big hole in my hood! Haha!
I'm looking forward to seeing this build finished and on the road with a Fedora-wearing, Gale Banks behind the wheel!
I'm knowledgeable with respect to cam specs, however plotting a cam profile provides a different perspective of what's happening with the valve open/close/overlap events. Thank you Mr. Banks!!!!
great explaining gale ,it is rocket science
I laughed at "we don't want to supercharge your neighborhood, we want to supercharge the engine."
Dr of internal (combustion) medicine Gale Banks is here to preach us the engine gospel,,,👏🏼👏🏼👏🏼👏🏼🤯
I like taking off the egr and dpf and getting all of the air flow
7.3, 6.0, 6.4 all have a small block chevy gas lifter too
I wonder if banks could make a freevalve system for a duramax... if a guy in his garage can do it with a miata, i wonder if these guys can do it better.
Gale with all the precision of getting the lobes all on center, the lift and duration up to par, have you ever checked a camshaft for balance? I've tinkered around with some old cams buy mounting them on some homemade easy spin bearings, even at very low speeds they shake like no tomorrow. I can get static balance somewhat there, dynamic balance is a different story with lobes at opposite ends apart say 120 -200 degrees apart. I realize the cam runs at 1/2 crank speed and has a bunch of lifters doing jumping jacks only aggravates the situation. Really appreciate your videos they make you think! Thanks Fred.
OMG Gales new Patent item a Cam shaft for Supers Cooooooool well done Sir !
I just learned that my friend’s grandpa buys your products :) he bought a banks exhaust system for a 2003 f350 with the big v10.
Wow shout out to Norristown. I
what is the difference between turbo and supercharger cams? isn't pressure in the intake just pressure in the intake no matter what compressor is used? also what makes an na cam different from any pressurized cam other than the emphasis on low valve overlap?
Great informative video!
So your bodyguard is also your camshaft guy. Damn.
I'd like to know as much as Gale has forgotten. Thanks for the graph. Without it, very few would have understood.
I guess what I want to know is why we went from blowers to turbos it seems that the perfect losses from superchargers or purely from the crank, as we all know horsepower isn't free.
mr banks is awsome.. I am still waiting mr banks find a performance exhaust for a 2021 cummins without the delete... I can't wait for the results
Fascinating! Now I’m wondering what the difference is between a camshaft of a turbocharged vs supercharged engines. On a non-fuel injected engine the camshaft regulates how much air and fuel gets into the engine. I would not think the pistons would not care which camshaft you use. Gale, I need more lessons! Please.
If Banks tells me he can make a diesel go to the moon I´ll believe him, but if anyone else say the can do the same I´ll just call them mad.
Dear Gale, I honestly enjoy watching your videos, especially those where you dive veryyy deep into the details. It's obvious that automotive engineering is Your true passion and I hope You will continue telling us how it's done for many more years. Thank You! Besides that I have one specific question, which I hope You or Your team can answer: what is the font You are using on the tables of Your presentation slides? Thank You in advance.
You should make the ECU lead throttle a tiny bit in comparison to your actuall throttle position and then return to normal once it notices you stopped pushing the pedal further. So it feels even snappyer then just a supercharged diesel by itself. So that lockjaw realy snaps your back... Well you get the pun do you 😅
Sorry for my tism. Have a great day and a good time.
Amazing Information, Nuggets Was Bestowed In Today Episode. Thanks 😊 Gale.
Outstanding class amigo,loving the build
We need to see some banks cnc heads to go with those cams..
I keep waiting for someone to come out with a 48v conversion kit to run an electrically driven super charger. Just need to transform the voltage down by 4x for the rest of the vehicle to run properly.
The Legend. Amazing man.
Great stuff. Side note: I think Gale just throws out his belt and shirt at the end of the day and gets a new one for the next day haha.
would be nice to see a stock and new cam dyno comparison.
Just rewatched this video, question, it looks like a flat tappet follower could be mounted in place of the ball follower. There is discussion on how things change between the two types as far as acceleration of lift.etc. Not to say that a roller setup is the way to go. At the speed this device turns the cam would never know the difference. And a graph overlay of the two would show it.
Think Mazda have variable valve timing to combat the hard starts innthier skyactiv diesel. You the engine guy Mr Banks.
When done right...I guess one could make power on intake stroke on a boosted engine. 2 intake valves opening.... 3 bars of boost ( 40 psi or so) and beneath the piston atmospheric pressure.....That sounds power to me...
But maybe that is compensated by the exhaust stroke: say 40 psi of back pressure...and atmospheric beneath the piston.........
With the supercharger, there will be less backpressure than with a turbo, so some net power can be made on the intake stroke. But then you have to consider that big supercharger siphoning power off of the crankshaft.
Never clicked a video so fast
This is why im going to school for mechanical engineering.
Why are the valve springs marked green? Anything special or just to let the production line know what valve springs are in the head? thanks for the video, loved it.
Dudes beyond a legend you use a bank to protect your money and you use banks to protect your diesel truck enough said
Great class, thank you
Thanks for watching.
A rocket scientist has nothing on Gale !
12:57 This part for the Intake is not entirely correct. It is absolutely correct for naturally aspirated application. In a forced induction application (as is normally in a diesel and what is discussed in this case), the pressure in the cylinder is higher than the atmospheric one and (I am assuming here, but it is a very good assumption) the crank case pressure is around atmospheric, so the pressurized air in the intake is actually pushing the piston down and creating power. Of course parasitic losses will eat some of this power away, but with enough boost there is a break even point and eventually net power gain to the crankshaft during the intake stroke.
Here is the number (1-800-601-8072). I suggest you call and let Gale know how it is really done. We will be waiting.
Loved the lift curve presentation! Could you match this with a discussion of what the fancy numbers on the cam card really translate to on that graphical presentation? How is the Monster Truck engine project? NO update in a while. FR
Y axis is lift, X axis duration
@@richard9436 Yes, I got that. What I was hoping to do, was to get one of the best car guys to show how the numbers plot on that same graph, and that the raw numbers alone don't tell the whole story. Gale Banks, although an engineer and professional geek, is one of the best "explainers" in the car world- he manages to leave most of the "geekisms" out and the facts in. FR
WAGLER HAS BEEN BUILDING SUPERCHARGED DURAMAX'S FOR YEARS NOW. I NEVER SEE BANKS POWER TRACK TIMES.
Fun fact. Wagler’s first SEMA Show exhibit was inside the Banks booth.
BP. Do like this scientific philosophy ! Reduced exhaust back pressure with a supercharger and less heat is a choice combination including higher rpm level and hopefully revving quicker too ? V.
Nice video guys keep them coming.
I would like to know what the valve acceleration will be with this set-up. The ramp angles seem pretty steep.
Holy crap, norristown is like an hour from me
Dat work in 2001 6.6 shevy disel
Couldn’t help but notice the LSX 376 in the background hmmmmm
"background"?? At 2:53 The LSX is about as front and center as it gets. He then explains the LS presence on the Duramax lifters. Are you watching the same video as I am?
@@paulcopeland9035 I apologize, I often listen to the videos while working and don’t necessarily watch every second, so I guess I missed that part, I do think it’s bizarre to have an LSX 376 on the engine stand as a long block assembly, while demonstrating LS lifters however. I was eluding to the fact what’s a diesel performance shop doing with a boost ready engine practically ready to be installed into something? GM offers the LSX 376 in two variations depending on boost level, I was hoping with my comment someone might spill the beans on an upcoming project, I didn’t intend on getting lambasted by some keyboard commando.
@@stellingbanjodude ...Hmm, I don't believe "keyboard commando" describes me, but "getting lambasted" is certainly a first! Have a good day at work.
I love Whipple blowers too Gale, But Pro chargers are where it’s at these days
Not where he is going!
@@paulcopeland9035 He stated in the video the Whipple was on the small side for the application and hopes they are working on something newer, Whipple is still limited by the rotors which they purchase from Eaton... regardless pro chargers are breaking records left and right radial racing.
Loved this video. What I would like to know is with the 400 and 500 grinds will any port modification be needed or recommended as compared to an normally aspirated engine. If so what would before and after flow ratings look like?
On the newer cam it was my first thought of rolling resistance so they made the cam profile thinner to make it more efficient...
Am I at least somewhat correct Gale?
Amazing, It seems Diesel technology has exploded in the last twenty years. Emissions are down and performance gains are up.
A video that isn't a cartoon episode. How does the lift compare to a 6.7 cummins to the L5P?
Gale talking science about cams
My brain duramax with big lumpy cam
Good stuff
Brother where is your shop ? You are the best
Wow this is great stuff 👍😁❤️
Only road diesel engines I've seen with a blower (maybe not a real supercharger), are the old Detroit Diesel 2 stroke engines. I'd imagine they have different camshafts to handle it, but the blowers on those engines were just to provide enough air to feed the engine. Not really for performance. I bet this bumpstick does more than the old stuff does!
Blowers on diesel trucks are as common as dirt. The 71 series roots type blower has been on over the road trucks and heavy construction equipment since christ was a corporal!
Is the .500 lift cam going to be of much benefit? The Duramax only has 1.3" intake valves. Where does the Dmax head peak on the flow bench?
Would a short rod provide enough valve clearance to run any significant amount of overlap?
Why is your exhaust lobe noticeably bigger than the intake lobe if the exhaust valves are 94% of the intake valves? Your EVO can be even earlier because of the diesel's high geometric CR
I got a quick question for someone wiser then me. why do the banks cams claim to have a higher area increase on the intake stroke compared to the exhaust stroke? in my mind this would put more air in the engine leaving exhaust still in the cylinder which would hurt many stats. Am I missing something or is my point not noticeable in the grand scheme of things I would be interested in answers.
Will this mean compromising the low-end torque? It's a 4 valve per cylinder design already, but how bad would the effect be if the cam specs are changed as shown here? Or will the blower negate this impact?
I'm guessing you heard the old adage those who can do. Those who can't teach. Well you certainly disprove that. Is it possible to over cam a boosted engine?
Cam specs are probably closer to a old 400 big cam Cummins