It was only seconds after Gale said the unit, "bar", that the diesel magazine journalist asked what that was in p.s.i. Absolute proof the boost gauge worshipers should be paying attention to what Gale says.
It's just proof that Gale uses standard units that combustion engineers use, nothing more. It's an unnecessary ideal to expect a non-technical magazine journalist from the USA to know units other than PSI
I think his maths was a little off, though. 1 bar is 100kPa or 14.5038psi. So 200bar would be 2900.75psi, not 3600. That would be 248bar, cylinder head pressure. I can forgive a top of the head miscalculation during an interview, though. All his calculations when working are correct, or the engines would have been blowing up long ago.
@@NemoConsequentae he blew past the conversion and went straight for the force being exerted on the rod ... ~2900psi times the surface area of the piston roughly equals the 36000# he stated
@@brinkme1772 Ah! That explains it. That gives a piston diameter of just under 4" which seems about right. I completely missed that he was talking about force on the piston, rather than pressure.
Gale was estimating total force acting on the piston which has 12.95 square inches of piston area, and here’s the math, it turns out that he was a little low. The peak firing pressure was actually 202 BAR. 202 x 14.5 x 12.95 = 37,930.55 pounds of force with a bore of 4.06 inches. 202 x 14.5 is the pressure acting on one square inch of surface area.
@8:20 that's one of the coolest uses of this monitoring that I've seen. By knowing the air density at each stage, you know the HP being added by each process (so you'll know the effect of any part you change).
What a vast amount of information. This is stuff that you can't find in Forums on the internet. Please don't stop these videos Gale. I'd love to see other Platforms in the same light
I remember all the history that your talking about in this video, let me say I caught myself smiling while watching and listing to this video. I cant say enough about your video's!!! Just want to say WELL DONE, thank you so much for doing these and also taking the time to give all of us some history.
Gale Banks doesn't need a narrator! I could hear this guy talk all day long! I love the relationship that he talked about with Garrett. Audi has been messing with electric superchargers, but real world economy is where it would be beneficial, not a $100,000 luxury car. Keep up the amazing work and I will be sure to tune in for every video.
remember the sidewinder turbo kit...! I installed this on my blazer k5 6.2 many years ago ! I was probably the first one here in France driving with a turbocharged blazer 💨💨💨👍🏻
Without numbers you have nothing and it's just guessing. Gale Banks is a true engineer and his R&D is world class and he explains it on a level most can understand. In a world of TH-cam and facebook engineer's and the crap they put out there is one thing we can rely on and Bank's is it ! No bull just testing and the truth but most of all the numbers to back it up.
This man is an absolute wizard when it comes to diesel engines. A genius, the amount of knowledge he has is remarkable. I hope he can pass it on and teach fellow diesel mechanics. To keep the stream of knowledge and engineering alive.
Dang I wish I knew what all Mr. Banks knows. ! I wish he would sell Diesel Truck Engines through dealers again. Cause now the new Diesels Need all the help they can get from Mr. Banks. And be Reliable. !! 👍🇺🇸 God bless you Mr. Banks.
In short, black smoke out the tailpipe is two things, lost power and through the roof emissions numbers. Black smoke is one thing that you won’t see a lot of with Banks products, I had the old six gun system on my first gen dmax and very little black smoke. With this current Banks technology running as lean as it is, it would be interesting to see emissions numbers.
Mr. Banks, a lot of people seem to think you know it all- you do indeed know a bunch more than most. The fact that your quest for that farthest decimal place improvement, and insistence that you be able to prove it are inspiration. I've never been a turbo guy- a couple of S/C engines, but I was flying by the seat off my britches! Blew several up, and had few real ideas about why or what let go first- lots of "theories" no facts. You haven't just gone "out of the box" , you have trashed the box and the box it came in. Thanks for another brick in my wall of performance knowledge!
How much knowledge and information I wish and I hope that all of his knowledge and information is preserved for posterity. We're pretty lucky to have a living legend that is Gale Banks
It's interesting to hear that Banks tunes only to 19:1 air-fuel ratio. I worked at Cummins 20+ years ago, and our typical limits for on-highway heavy duty engines was 28:1 at rated power, 25:1 at rated torque. The engines would start to put out visible smoke (Bosch number of 1) at about 22:1. I can easily imagine that later developments in fuel injection systems and piston bowl design have allowed the air-fuel ratios to be lower.
Gale banks might be the easiest interviewee out there. He just spills all the info you want and need. I love how enthusiastic and curious Gale is over every little piece of info. Doesn’t have a tool for measuring some piece of data he needs, so he makes one.
Very interesting...this man is a wealth of knowledge...Bank's says the VG turbo is great for stock application but restrictive up top...what about switch blade turbos used on big cat engines that are a much simpler design and offer the best of both worlds...quick spin up off idle and better high RPM performance... There is video of people saying they get better performance...much cleaner operation doubling oil life due to less soot contamination and a noticeable improvement in fuel economy...could this tech be scaled down for use on regular sized trucks?
@@karlpokorny7130 Yes sir..Jpaydirt is one of my favorite youtubers... Here is a vid of his experiences with the Switch blade turbo on a Cat C15 which he runs in many pieces of equipment from his transport truck...one on a D 9 dozer and 2 cat scrapers that he has run for years so is a great sources for real life experiences with the Switch blade turbo set up compared to stock turbo tech...... th-cam.com/video/W65-F_92Nyw/w-d-xo.html
Switch blade is a vg turbo But the control side of it is very simplified Those turbo are matched to the application just like the standard duramax turbo You could manufacture a vg turbo to suit the high performance duramax But it's prob not worth it Also the big cats are slow reving slow to build load and slow to rev down Really those switch blades are made to perform from 1200rpm to 1800rpm Little Deisels in cars and pickups rev higher and faster They have to perform from 800rpm to 3000rpm
In a previous video (I forget which one), and possibly even in the comments of the video, Gale (or whoever comments for the channel) mentioned that they plan to release components for that engine later this year!
Ya editor wasnt really needed in video, we all know you know what your talking about in diesel world no one can even touch your r&d. Keep it up cant wait for next lp5 video. I really wish you had video series like this on lml and 4bt/6bt.
I remember Volvo's KAMD42 marine engine from the early 90s that was a 4L inline 6 and had an electric clutch operated, belt driven supercharger as well as a turbo and aftercooler. Not the same thing as an electric supercharger but did basically the same thing by providing some boost before the turbo was able to take over and then it disengaged. It had awesome performance compared to the regularly turbo aftercooled models and smoked very little if at all.
Absolute Legend in the automotive industry!!! How I would love to be a fly on the wall in Mr. Gale Banks shop! If he offered classes, I would bet you anything that, The line would be out the door!!!
No doubt about it, this man knows his engines. More importantly he's looking at all of the factors in evaluating an engine in an effort to make more power.
I love the fact that you're running the legs out on this lp5 the right way. You're not killing it like Joe Bob and his pole barn max out the amount of smoking and puke out the tailpipe I like to see how much power you can build without being like Joe Bob and puking smoke.
Wrong! Not a factory gm installed. But dealer installed option. Whereas the dodge was oem from the factory in 1989. To be fair. Thank you for your great work Mr. Banks.
Gale, old video but I'll comment anyway. What is your opinion on Volvos powerpulse system? I have a D5 that has twin-turbo and powerpulse. From idle at a redlight it just yanks away when you floor it, no lag at all. I am impressed. Do you have any thoughts on it?
Mr.Banks, I'm strictly an amateur but I have to ask: Have you had an opportunity to look at Jim Blaylock's Variable Geomety Turbocharger? I'd be delighted if you'd "take it to the limit" on one of his units and show us the real numbers. Blaylock's design seems to have resolved some of the turbo spool-up issues. Thank you~~John Panyon
"Thank you for providing us with the direct-port nitrous... uh... injection, four-core intercoolers, an' ball-bearing turbos, and... um... titanium valve springs. Thank you."
Yeah I'm thinking T3/T4 is still pretty popular in the 2L Gang's. Price and size being issues. BTW Don't own a Truck or diesel but am a sucker for a Quality product and good Tech Seminar
Yea, Gale you need another engineer to talk to! Plenty of machines can offer you a challenge, but Id love to meet the human that could present you with a technical argument to discuss and debate at length!
Does the volume of the intake side (piping after the turbo, intercooler, intake manifold, intake ports, etc) have any meaningful affect on the throttle response?
Happy Birthday Mr. Banks, I love the series, but am a little confused. You say the turbo is great for the stock application. For a first time diesel buyer, are you suggesting it is good under normal use of the truck vs trying to race it? I would only be looking for towing sub 6500lbs and daily driving while not connected. Forgive my ignorance of the Diesel design but I thought in the earlier videos in the series you were pretty excited about the design.
Nickat1ne707 Actually I think the new -inline all aluminum 3.0 in the Chevy is rated to (9000lbs) in that 4x4 Silverado config BUT... regardless of that spec, I am curious about the new engine being used in everyday life “normal use” I think Mr. Banks said; and its robustness in that capacity. I like that it is going to be mated to the 10speed Allison tranny and that the thing is all US built. I just have never owned a Diesel and am curious about if this is a good design vs the long standing V designs for my money.
what was told to me when i would see guys tuning cars at my old work they would say to choose a turbo size first look at the exhaust hosing to see if you are choking it at high rpms
I wonder since this turbo is to small to make more power if you could put a bigger vgt on off of something like a 14l Detroit with a vgt turbo. It's something like 71mm exhaust and 88mm intake.
The final Diff Cover video is coming soon. We're only going to get one chance to share the data with the world so we're timing the release of the date with the debut of our cover. Here's a peek at some of the test samples we've been testing: s3.amazonaws.com/wp-images.bankspower.com/performance-upgrades/wp-content/uploads/2019/06/Photo-Jun-25-4-45-32-PM-e1561507002389.jpg
I'm not versed on diesel specifications...but even google says 200 bar translates to 2900.75 PSI. So what is the 36000 pressure translation coming from that mr banks is speaking of? Maybe multiplied by all cylinders?. Let me know if ya can, I'm just curious. Just checked across 8 cylinders and its still 23,206 psi. Just kinda confused I guess
Multiply that 2900 psi times the square inches of piston surface area. You can find piston area using the following Pi x r squared (r= piston diameter /2). His math is very close.
Gale was estimating total force acting on the piston which has 12.95 square inches of piston area, and here’s the math, it turns out that he was a little low. The peak firing pressure was actually 202 BAR. 202 x 14.5 x 12.95 = 37,930.55 pounds of force with a bore of 4.06 inches. 202 x 14.5 is the pressure acting on one square inch of surface area.
@@bankspower Definitely some major science going on. I appreciate the response, I expected definitely not y'all, to chime in a roast me. Thank you for helping me understand better, still blows my mind. Love the content, especially the diff cover episodes. Cant wait to see more
Gale i have a 1989 Ford International 7.3 IDI Non-Turbo Diesel with a Ford ZF-5 5 speed overdrive manual trans and 4.10 rear gears with a 10.25 Pinion and 285/75R16 tires...some how when i put this truck together i managed to get it the math right to where it gets 20 MPG at 60 MPH un-loaded...is there anything that i could do to help torque and power without sacrificing the Fuel MPG i am getting now? It is my Daily driven Tow rig and i regularly tow 18,000+ up to 22,000 pounds. I would really appreciate your advice on the subject if you wouldn't mind.
@@CloudHindlen I would use a Banks sidewinder or Hypermax "Pulse turbo " with a intercooler. You don't need to buy the expensive Hypermax intercooler. You can buy one off Ebay much cheaper if you go that route.
Yup, t3/t4. I tried running a similar setup on my 2.5 liter Subaru with a Holset hx40 compressor, and a hx35 turbine with a .63 hot side. Car hated it. it came into boost okay but car didn't make any power out of boost and felt held back. 2.5 liters with variable valve timing need to breath. back pressure sucks period. Im sure someone will pop on and tell me engines need back pressure.
2 strokes need back pressure...... hi, my names devils advocate but ya..... 4 strokes dont need scavenging (they get it in other ways and not from sound waves)
good lord so many people that don't get what this video is. the dude is here to get the knowledge same as us only he wants it for a magazine and mr banks is kind enough to post it so everyone can see it too.... we get it he's an editor not a technician nobody expects him to know anything the sema truck guys don't know, that's who reads his checkout line magazine anyway.
Dear Mr Banks, I am sick of being ran off the road in my truck. Im in the slow lane pushing 94mph and people are honking at me and flipping me off. I need your help....
![ILLSLICK - WINTER IS COMING [Official Video]](http://i.ytimg.com/vi/dwTMeM1zIhQ/mqdefault.jpg)
Holy crap! 431° in and 83° out ... Wow!, Maybe I need to cool my house with that intercooler!.
Holy Smokey freaking crazy. Stupid effective intercooler
8:51 Boss man speaks. "Nobody talks intercooler efficiency 'cause nobody has any way to measure it. Uhh, I do."
"uhh.. I do"
- words of a mad scientist
Lol FYI vw 2.0 from 2006+ have ic temp and pressure drop sensors aka in efficiency stock
The man, the myth, the legend! Gale Banks is to diesel what Elvis was to rock n roll... The King!
YES, have to agree. He doesn't run blood in his veins, but diesel!! lol The auto industry especially diesel, is lucky to have him!!
It was only seconds after Gale said the unit, "bar", that the diesel magazine journalist asked what that was in p.s.i. Absolute proof the boost gauge worshipers should be paying attention to what Gale says.
It's just proof that Gale uses standard units that combustion engineers use, nothing more.
It's an unnecessary ideal to expect a non-technical magazine journalist from the USA to know units other than PSI
I think his maths was a little off, though. 1 bar is 100kPa or 14.5038psi. So 200bar would be 2900.75psi, not 3600. That would be 248bar, cylinder head pressure.
I can forgive a top of the head miscalculation during an interview, though. All his calculations when working are correct, or the engines would have been blowing up long ago.
@@NemoConsequentae he blew past the conversion and went straight for the force being exerted on the rod ... ~2900psi times the surface area of the piston roughly equals the 36000# he stated
@@brinkme1772 Ah! That explains it. That gives a piston diameter of just under 4" which seems about right. I completely missed that he was talking about force on the piston, rather than pressure.
Gale was estimating total force acting on the piston which has 12.95 square inches of piston area, and here’s the math, it turns out that he was a little low. The peak firing pressure was actually 202 BAR.
202 x 14.5 x 12.95 = 37,930.55 pounds of force with a bore of 4.06 inches.
202 x 14.5 is the pressure acting on one square inch of surface area.
As a diesel technician and performance enthusiast, I would love to work for this man.
And, you can. We're hiring.
@@bankspower Love it!
The Adam guy was wasting video space, he was just about lost on this subject.
Adam looks flat out lost!! Gale banks keep up the great work!
I came with an understanding of my diesel engine. Now I know nothing and have more questions than ever! The world needs more Gale Banks!
Congratulations! You have learned! :) Knowing that you don't know, is the first step on the path to knowledge. - (Someone smarter than me!)
Thanks MR. power for taking the time for us
Please stop drinking the Monster Energy drinks MR. power
@8:20 that's one of the coolest uses of this monitoring that I've seen. By knowing the air density at each stage, you know the HP being added by each process (so you'll know the effect of any part you change).
Exactly, the uses for his data monster setup are endless, it is like adding tools to your toolbox.
What a vast amount of information. This is stuff that you can't find in Forums on the internet. Please don't stop these videos Gale. I'd love to see other Platforms in the same light
I remember all the history that your talking about in this video, let me say I caught myself smiling while watching and listing to this video. I cant say enough about your video's!!! Just want to say WELL DONE, thank you so much for doing these and also taking the time to give all of us some history.
Gale Banks doesn't need a narrator! I could hear this guy talk all day long! I love the relationship that he talked about with Garrett. Audi has been messing with electric superchargers, but real world economy is where it would be beneficial, not a $100,000 luxury car. Keep up the amazing work and I will be sure to tune in for every video.
remember the sidewinder turbo kit...! I installed this on my blazer k5 6.2 many years ago ! I was probably the first one here in France driving with a turbocharged blazer 💨💨💨👍🏻
mikestrucks probably the only one, ever!
JeepCherokeeful year ago for sure haha ! Now there some more around here with this turbo setup...👍🏻
I run the sidewinder on my 6.2 Suburban
Matthias Vanisi nice 👍🏻
@@matisyahuvarnish9958 I'm going to have one installed on my 1986 M1009 CUCV.
Without numbers you have nothing and it's just guessing. Gale Banks is a true engineer and his R&D is world class and he explains it on a level most can understand. In a world of TH-cam and facebook engineer's and the crap they put out there is one thing we can rely on and Bank's is it ! No bull just testing and the truth but most of all the numbers to back it up.
I agree. I would definitely take Gales info and research to heart long before the "Diesel Gods" on TH-cam.
As Adam Savage said, "The only difference between screwing around and science, is writing it down!"
This man is an absolute wizard when it comes to diesel engines. A genius, the amount of knowledge he has is remarkable. I hope he can pass it on and teach fellow diesel mechanics. To keep the stream of knowledge and engineering alive.
Dang I wish I knew what all Mr. Banks knows. ! I wish he would sell Diesel Truck Engines through dealers again. Cause now the new Diesels Need all the help they can get from Mr. Banks. And be Reliable. !! 👍🇺🇸
God bless you Mr. Banks.
I'd settle for half of what he knows!
This man is an absolute genius and talks in terms we all understand! Thank u Gale Banks your the man the god father of Diesels
My pops put you kit on s 6.2 in 1990.
Woke that slug up best it could.
What a great video. First Lightning starts off introducing Gale then talks about the L5P and then story time. Keep it up!
That would be amazing if gm still offered to have banks power and maintain factory warranty like in the 80s
Back in the day GM had a 637 ci bbc motor with a 5 1/8" bore if they had that you would need Diesel
You can thank the EPA for that no longer being possible
In short, black smoke out the tailpipe is two things, lost power and through the roof emissions numbers.
Black smoke is one thing that you won’t see a lot of with Banks products, I had the old six gun system on my first gen dmax and very little black smoke.
With this current Banks technology running as lean as it is, it would be interesting to see emissions numbers.
Cody Vance z
Man Gale Banks has done it all!
I can't get enough of these videos!
Love the series, hope I see a “Killing a Power Stroke” coming soon!!!
That's easy people do it every day lol just kidding
I respect every word Gale Banks says. I respect knowledge and experience.
Great information. One of the best motor tech discussions I’ve heard
Interested to see how that new turbo performs. And those new electric superchargers.
John Davis & Motorweek…another legend
Mr. Banks, a lot of people seem to think you know it all- you do indeed know a bunch more than most. The fact that your quest for that farthest decimal place improvement, and insistence that you be able to prove it are inspiration. I've never been a turbo guy- a couple of S/C engines, but I was flying by the seat off my britches! Blew several up, and had few real ideas about why or what let go first- lots of "theories" no facts. You haven't just gone "out of the box" , you have trashed the box and the box it came in. Thanks for another brick in my wall of performance knowledge!
Gale you are legendary!!!! Keep on rocking !!
How much knowledge and information I wish and I hope that all of his knowledge and information is preserved for posterity. We're pretty lucky to have a living legend that is Gale Banks
I had the (aftermarket)"banks sidewinder turbo" setup on a 1984 Chevy pickup 6.2L. Kind of cool to hear him talking about it.
That 6.2 stuff is so cool....I'd love that setup for my truck!
Gale's an absolute legend.
Oh, Happy Birthday- many happy returns and I hope you have time to share with the Cake and ice cream crowd at home!
It's interesting to hear that Banks tunes only to 19:1 air-fuel ratio. I worked at Cummins 20+ years ago, and our typical limits for on-highway heavy duty engines was 28:1 at rated power, 25:1 at rated torque. The engines would start to put out visible smoke (Bosch number of 1) at about 22:1. I can easily imagine that later developments in fuel injection systems and piston bowl design have allowed the air-fuel ratios to be lower.
Gale banks might be the easiest interviewee out there. He just spills all the info you want and need. I love how enthusiastic and curious Gale is over every little piece of info. Doesn’t have a tool for measuring some piece of data he needs, so he makes one.
Very interesting...this man is a wealth of knowledge...Bank's says the VG turbo is great for stock application but restrictive up top...what about switch blade turbos used on big cat engines that are a much simpler design and offer the best of both worlds...quick spin up off idle and better high RPM performance...
There is video of people saying they get better performance...much cleaner operation doubling oil life due to less soot contamination and a noticeable improvement in fuel economy...could this tech be scaled down for use on regular sized trucks?
I spotted a paydirt watcher
@@karlpokorny7130 Yes sir..Jpaydirt is one of my favorite youtubers...
Here is a vid of his experiences with the Switch blade turbo on a Cat C15 which he runs in many pieces of equipment from his transport truck...one on a D 9 dozer and 2 cat scrapers that he has run for years so is a great sources for real life experiences with the Switch blade turbo set up compared to stock turbo tech......
th-cam.com/video/W65-F_92Nyw/w-d-xo.html
Switch blade is a vg turbo
But the control side of it is very simplified
Those turbo are matched to the application just like the standard duramax turbo
You could manufacture a vg turbo to suit the high performance duramax
But it's prob not worth it
Also the big cats are slow reving slow to build load and slow to rev down
Really those switch blades are made to perform from 1200rpm to 1800rpm
Little Deisels in cars and pickups rev higher and faster
They have to perform from 800rpm to 3000rpm
Another JPD subber here as well, -and yes, I agree, -great question on the switchblade!
Love these videos, always ready to see another
This is a epic video , i enjoyed every second of this
I wanna see what the new little four banger Duramax can do. Been looking at a Colorado ZR2 Turbo Diesel for a fun 4x4 truck.
In a previous video (I forget which one), and possibly even in the comments of the video, Gale (or whoever comments for the channel) mentioned that they plan to release components for that engine later this year!
We are currently working on them right now. We are in process of developing a Derringer tuner, air intakes and an exhaust system.
this guy is so smart and wise we need him
HAPPY BIRTHDAY, YOU LOOK GREAT GOD BLESS KEEP HAVING FUN KILLING EM !!!!! LOL!!!
Nobody has a way to measure it.... I DO!
Gale is still sharp as a tack, I can only hope I can hold a candle to this man when I am his age.
Gale banks...what a man, I would kill to share a beer and some conversation with this bloke!
Absolute legend.
Ya editor wasnt really needed in video, we all know you know what your talking about in diesel world no one can even touch your r&d. Keep it up cant wait for next lp5 video. I really wish you had video series like this on lml and 4bt/6bt.
You should do the new 6.7 Cummins next!
We love the 6.7. We’ll be doing something special with one soon.
@@bankspower Im excited already!
Banks Power Terriffic! I just ordered a 3500 Limited yesterday.
Happy birthday to to god father of horsepower !!
Or maybe the Godfather of Turbocharging.
The last 4minutes was cool!
Mr Banks is the coolest man on the planet!
I remember Volvo's KAMD42 marine engine from the early 90s that was a 4L inline 6 and had an electric clutch operated, belt driven supercharger as well as a turbo and aftercooler. Not the same thing as an electric supercharger but did basically the same thing by providing some boost before the turbo was able to take over and then it disengaged. It had awesome performance compared to the regularly turbo aftercooled models and smoked very little if at all.
Love watching and listening to Gale ! Just hate how he makes me realize what an engine dummy i am !
1 bar = 14.5038 psi LOVE these videos!!
My 1983 dodge d50 2.3 liter turbo charge deisil beet your 1988 suburban ? Great videos excited to see the end and learning more than i thought
wow 77 so 78 now you look younger and have a lot of energy good to see i think part of it is you have a passion so that keeps you going
Mr. Banks is second to none
Absolute Legend in the automotive industry!!! How I would love to be a fly on the wall in Mr. Gale Banks shop! If he offered classes, I would bet you anything that, The line would be out the door!!!
You may find this video interesting: th-cam.com/video/L2KAGiu2Yrk/w-d-xo.html
No doubt about it, this man knows his engines. More importantly he's looking at all of the factors in evaluating an engine in an effort to make more power.
The difference between an engineer and a tuner.
Yes be awesome...more information each time...
I love the fact that you're running the legs out on this lp5 the right way. You're not killing it like Joe Bob and his pole barn max out the amount of smoking and puke out the tailpipe I like to see how much power you can build without being like Joe Bob and puking smoke.
HAhhahhhaa
8:51 to 8:58
The hippest old man always dropping soundbites!
Lookin good at 77 gale !!!
Mr banks and Whistlin Diesel need to make a collaboration muhahahaha!!
Your talking another language to me but I love it
Wrong! Not a factory gm installed. But dealer installed option. Whereas the dodge was oem from the factory in 1989. To be fair. Thank you for your great work Mr. Banks.
Happy early birthday Mr Banks!
who else here thinks Gale is a diesel god
Gale, old video but I'll comment anyway.
What is your opinion on Volvos powerpulse system?
I have a D5 that has twin-turbo and powerpulse.
From idle at a redlight it just yanks away when you floor it, no lag at all. I am impressed.
Do you have any thoughts on it?
Mr.Banks, I'm strictly an amateur but I have to ask: Have you had an opportunity to look at Jim Blaylock's Variable Geomety Turbocharger? I'd be delighted if you'd "take it to the limit" on one of his units and show us the real numbers. Blaylock's design seems to have resolved some of the turbo spool-up issues. Thank you~~John Panyon
I'd love to meet the Legend Banks
Is it true that high flow air filtration systems kill engines, by letting more grit into the engine? Or is that a myth?
That 6.2 was beautiful
Would be great to see data and a comparison with the Cummins, Powerstroke, and the Duramax.
When jesse was praying to the car gods, he was actually praying to Gale banks!
"Thank you for providing us with the direct-port nitrous... uh... injection, four-core intercoolers, an' ball-bearing turbos, and... um... titanium valve springs. Thank you."
@@bankspower epic reply love it
Yeah I'm thinking T3/T4 is still pretty popular in the 2L Gang's. Price and size being issues. BTW Don't own a Truck or diesel but am a sucker for a Quality product and good Tech Seminar
Happy birthday brother
Yea, Gale you need another engineer to talk to!
Plenty of machines can offer you a challenge, but Id love to meet the human that could present you with a technical argument to discuss and debate at length!
That turbo diesel suburban would be cool but I wanted to see some pf the new turbo stuff
😂😂😂 Gale with the air pods
This guy is a genius!
We agree. Spread the word. 👍
Does the volume of the intake side (piping after the turbo, intercooler, intake manifold, intake ports, etc) have any meaningful affect on the throttle response?
Happy Birthday Mr. Banks, I love the series, but am a little confused. You say the turbo is great for the stock application. For a first time diesel buyer, are you suggesting it is good under normal use of the truck vs trying to race it? I would only be looking for towing sub 6500lbs and daily driving while not connected. Forgive my ignorance of the Diesel design but I thought in the earlier videos in the series you were pretty excited about the design.
L5p duramaxs are rated for like 29-32k lbs bro. You wont even feel 6500 lbs
Nickat1ne707 Actually I think the new -inline all aluminum 3.0 in the Chevy is rated to (9000lbs) in that 4x4 Silverado config BUT... regardless of that spec, I am curious about the new engine being used in everyday life “normal use” I think Mr. Banks said; and its robustness in that capacity. I like that it is going to be mated to the 10speed Allison tranny and that the thing is all US built. I just have never owned a Diesel and am curious about if this is a good design vs the long standing V designs for my money.
what was told to me when i would see guys tuning cars at my old work they would say to choose a turbo size first look at the exhaust hosing to see if you are choking it at high rpms
I wonder since this turbo is to small to make more power if you could put a bigger vgt on off of something like a 14l Detroit with a vgt turbo. It's something like 71mm exhaust and 88mm intake.
Let the Banks cheerleaders join in unity.
😄😄
I think the LWN needs a torture test now that it’s finally in commuter vehicles
What happened to the rear end covers
The final Diff Cover video is coming soon. We're only going to get one chance to share the data with the world so we're timing the release of the date with the debut of our cover. Here's a peek at some of the test samples we've been testing: s3.amazonaws.com/wp-images.bankspower.com/performance-upgrades/wp-content/uploads/2019/06/Photo-Jun-25-4-45-32-PM-e1561507002389.jpg
This is what I was looking for can’t wait to see it.
It seems to me that we are looking for the coolest way in temperature to go yes? Why don't we use regulated compressed gas?
What do you think of the twin scroll borgwarner compared to the normal vgt?
I'm not versed on diesel specifications...but even google says 200 bar translates to 2900.75 PSI. So what is the 36000 pressure translation coming from that mr banks is speaking of? Maybe multiplied by all cylinders?. Let me know if ya can, I'm just curious. Just checked across 8 cylinders and its still 23,206 psi. Just kinda confused I guess
Multiply that 2900 psi times the square inches of piston surface area. You can find piston area using the following Pi x r squared (r= piston diameter /2). His math is very close.
Gale was estimating total force acting on the piston which has 12.95 square inches of piston area, and here’s the math, it turns out that he was a little low. The peak firing pressure was actually 202 BAR.
202 x 14.5 x 12.95 = 37,930.55 pounds of force with a bore of 4.06 inches.
202 x 14.5 is the pressure acting on one square inch of surface area.
@@bankspower Definitely some major science going on. I appreciate the response, I expected definitely not y'all, to chime in a roast me. Thank you for helping me understand better, still blows my mind. Love the content, especially the diff cover episodes. Cant wait to see more
The wait is killing me. Just kill it!
We will, but first we must find the weak points and digest the data.
Gale i have a 1989 Ford International 7.3 IDI Non-Turbo Diesel with a Ford ZF-5 5 speed overdrive manual trans and 4.10 rear gears with a 10.25 Pinion and 285/75R16 tires...some how when i put this truck together i managed to get it the math right to where it gets 20 MPG at 60 MPH un-loaded...is there anything that i could do to help torque and power without sacrificing the Fuel MPG i am getting now? It is my Daily driven Tow rig and i regularly tow 18,000+ up to 22,000 pounds. I would really appreciate your advice on the subject if you wouldn't mind.
Turbo it and intercool the charged air to make it more dense.
@@cucvfarmer i am trying to get alot more detailed info about which Turbo i should go with if any and whether to run Compounds or not.
@@CloudHindlen I would use a Banks sidewinder or Hypermax "Pulse turbo " with a intercooler. You don't need to buy the expensive Hypermax intercooler. You can buy one off Ebay much cheaper if you go that route.
@@cucvfarmer Thanks...your name sounds familiar. Who are you if you don't mind me asking?
@@CloudHindlen that's my name. I live in Michigan. Just east of Muskegon.
Hey boss you should do the 2.8 baby duramax.
We are! We just shared photos on Instagram of a 2.8L Colorado up on the lift. Intake, exhaust, and tuner all coming for the 2.8L! 👍
Yup, t3/t4. I tried running a similar setup on my 2.5 liter Subaru with a Holset hx40 compressor, and a hx35 turbine with a .63 hot side. Car hated it. it came into boost okay but car didn't make any power out of boost and felt held back. 2.5 liters with variable valve timing need to breath. back pressure sucks period. Im sure someone will pop on and tell me engines need back pressure.
2 strokes need back pressure...... hi, my names devils advocate
but ya..... 4 strokes dont need scavenging (they get it in other ways and not from sound waves)
good lord so many people that don't get what this video is. the dude is here to get the knowledge same as us only he wants it for a magazine and mr banks is kind enough to post it so everyone can see it too.... we get it he's an editor not a technician nobody expects him to know anything the sema truck guys don't know, that's who reads his checkout line magazine anyway.
Dear Mr Banks, I am sick of being ran off the road in my truck. Im in the slow lane pushing 94mph and people are honking at me and flipping me off. I need your help....
So, you're looking for more power or a way to remove the speed limiter?
"so out to lunch" think he was referring to Adam.
What's the accuracy of the measurement equipment
Adam was out to LUNCH!