He Never fails in fitting some more knowledge between my ears. Even if I'm leaking it faster than it's going in at this point in me life. Thank you, Professor Banks !
Bought my first Banks Engineering products 30 years ago for my '93 K3500 Chevy dually. It was an awesome kit. I now have all of the Banks offerings for my 2017 3500HD GMC dually and love them all! Mr. Banks is an icon in engineering, not just automotive, but engineering in general. He doesn't stray from the fundamentals of engineering. He uses engineering to guide the design process. It is painfully clear how superior his products are over the competition. I learn from him on every video. Thank you, Sir.
OMG, i grew up reading Gales hot rodding books, back when books were a thing, and hes still going strong. I watched this vid with my grandson and he asked me who the old man was? I told him that's not an old man boy, that's a legend.
Loved the simple walk through and explaining the numbers and how and why your system is best. I’ve never considered the dyno numbers with hood open or hood closed, but you make an excellent point.
Great information! Now, please install a Banks CAI, iDash and Derringer on that puppy and run that test again multiple times to show us how the Banks power adders affect the HP and torque levels and that torque rise percentage at different power level settings! I’ve installed those items and a pedal monster on my 2020 L5P but I don’t have a chassis dyno to determine how the combination affects those power levels. It would be really interesting if Gale would show and tell us how, why, and how much these mods can improve the power of this already impressive engine.
Your videos are amazing. I love all the methodical data, proof of functionality, why your improvements work, etc. If I ever get a diesel, it'll be your parts that go into it!
@@nou8257 How much would a truck like yours sell for right now and how much would it cost to bulletproof the engine and trans? I have been there. My parents bought a 2005 f350 6.0 with a partial bulletproof job on the engine, multiple tunes, intake, large free flowing exhaust, etc. and only 75000 miles. It pulled like a beast and I considered buying and building one like it. Instead, I ended up with some good paying work and bought a 2020 Chevy z71 LTZ CCLB with all the extras (same as the high country trucks and same price at $74k sticker and $68k after rebates and a deal from a neighbor in June of 2020). The L5p with the derringer and throttle monster spanks the dually f350 with a hot tune when empty and the L5P tows far nicer. It is never in the wrong gear our out of gears and never runs out of power, towing the same toyhauler and dump trailer with equipment in it. The 6.0 sounds amazing when you get on it but the lack of exhaust smell and how quiet the duramax is while towing even a decent load up steep grades is very nice for long drives with middle aged ears that have been beat over the years. The ride and comfort as well as cameras and all the other features is great. My other pickup, was my daily driver, is a 79 Chevy C20 with a well built 406 SBC and gearvendors overdrive. That ford is great, but if you are willing to spend the money (I didn't already have an older diesel and I do a lot of out of town work) the duramax is a beast with luxury.
@@CGT80 I was offered 30k for my truck couple years ago and I turned it down. the value of something differs to each person and this truck is what I wanted so when I found it I bought it. And there is no bullet proofing that is a very over used term with 6.0's. my truck is a 6.4 and to bullet proof it as you said well its kinda already been done as the emissions system is gone it is what killed those trucks regardless of what a large number of people who have never owned one will yell against them. But to toss a number out there if I just went and put 6.7 steel pistons into my 6.4 did some other upgrades to it i'd say I could do that in the 10-15k range with me doing the majority of the work since I have plenty of tools to take the engine out and disassemble it for the machine shop. I can also go the cheaper route too buy the adapter kit and put a 12v cummins in it for around 10k or less and then it would have one of the best engines ever produced. I tow with my 02 f350 7.3 with a zf6 speed manual trans have easily pulled around 20k with it no real problem just about never have had to leave 6th gear pulling a hill with it vs automatic transmissions which usually die when used for towing and don't know when to shift correctly to use the engines torque. The exhaust smell of a diesel never bothered me. I grew up around diesels and all kinds of cars I prefer the old diesels to the new ones that burn my nose and eyes with their dpf junk espically in regen. But hey the duramax works for you that's great. My old trucks work for my applications pulling my trailers.
Well done Mr Banks. I always enjoy watching your videos and listening to what you have to say when sitting on my couch in Perth Western Australia. Regards
Very informative. If a manual transmission option was available, wouldn't the peak torque number be more relevant (usable)? And if so wouldn't this be a nice message to send to the GM Factory regarding a manual option for some configurations?
Emmissions plain and simple. The 10 speed transmission is so the engine can be kept in optimal RPM for Emmission control. The manual transmission version in 2008 for instance was still at LB7 power levels. Auto equipped (LMM) was much higher. Not everyone can drive a manual successfully with todays power pulling 30k and not kill the clutch. Automatics always pull more consistently.
three pulls on the dyno and I noticed the dash display had the automatic shift into L for low and was limited to 97 mph. Will shifting into D Drive make any difference?
I was watching this on my tv and thinking to myself, is it just me or is Gale freakin awesome? Opened the app n my phone to check. Well, it wasn’t just me. I’ve never owned a diesel and am loving the videos!
I like the front end of my HD Ultimate (22-23). Unfortunately they did not install the larger screen but everything else is good to go. The new Duramax is nice with the extra HP. Altyhough mine has plenty.
Just grabbed a 2024 Denali 3500 dually, Love the Powerstroke, but as long as Ford keeps using a CP4 fuel pump it’s not an option I’m willing to consider.
Excellent information! That said, I’d like to see a side by side comparison between this configuration and a lwb dually to show if there is a significant reduction in hp/tq at the wheels because of the longer drivetrain and the additional rotating mass of the dual wheels/tires.
PLEASE BANKS! When will we be able to manually regen our 2024 Duramax? A lot of us are having to go to the dealer every week for a manual regen and they have no fix and no eta… Do you guys have an eta on your end?
It is perfectly reasonable that the transmission control does not allow the engine to lug down to peak torque because an engine's peak torque rating is essentially meaningless. It's torque at the wheels that is important and at any given vehicle speed the maximum wheel torque is achieved when the gearing allows the engine to run at its power peak, not the torque peak. The designers of the transmission control know this so they program it to provide the best real-world performance. As Gale correctly said the only time that peak engine torque comes into play is in first gear but that is theoretical in the real world since you'll run out of traction before you run out of engine torque.
Can you dyno the Ford 250 Superduty 6.7 HO? I have this truck and would like to see its numbers. They advertise 500HP and 1,200 torque. I drove the GMC Ultimate today because I'm considering trading it in my Super Duty, but the GMC feels weak compared to my HO 6.7.
6:22 I can attest to that, I recently pulled 20k up a 10 degree incline at a landfill in Texas while in 4 wheel drive low and it can stay at 1600 in 1st or 2nd gear if you throttle it just right but the beautiful thing is, the truck doesn’t need to stay there. I climbed that hill many times and usually with at least 18k behind me and more often then not it would shift up to third during the climb. Strong truck.
@@dallasbyler2946 I don't know about the Dodge but my Chevy can be forced to stay in 1st even with the automatic, just shift into manual mode and modulate the throttle to keep it at 1600 rpm.
Have you noticed dead pedal in the 24 Duramax? I just did a test drive on a 24 LTZ. From a dead stop if you hit the throttle quick at least 1/4 or 1/3 down, it had dead pedal for almost 3 seconds. I mean i hardly responded then hit real hard. Also driving around the diesel just didn't seem responsive till it spooled up. I found it rather annoying. Seemed like a lot of turbo lag. What's your experience? Did the truck learn and improve?
Was it 3/4 or 1 ton? Reading the specs I notice one of the few differences is the one ton comes with a bigger rear diff (diesel model only, gas is the same for both). I’m thinking the 3/4 is likely de-rated in 1st gear to protect the 11” rear end.
I’m wondering if the 2024 high pressure fuel pump will be compatible with my 2020 L5p I would like to not see a glitter party every time I change my fuel filter
What a great video. very informative but i do have a question and wanted to see if you have any news on the derringer tuner for the LM2 Duramax Diesel? it keeps saying coming soon online
As of now, we’re not making any further announcements for the Derringer LM2/LZ0 until it’s ready to launch. Development is already underway with much of it being done in parallel with the new RAM and Ford 6.7L devices. The current Derringer hardware for the GM/EcoDiesel form factory isn’t a viable design for our performance goals. Are these goals achievable? Yes, 100%. Newer, modern diesels require more that just manipulating more than just MAP and FRP. Our new tuner will feature injector pulse-width control/timing, a new harness/circuitboard, new software, and an app that ties into our Banks Ecosystem. Once this new Derringer platform is tested and dialed in for the LM2/LZ0, we’ll share it with the world.
The only thing I would say for the dyno is for testing purposes with this specific truck… wouldnt it make more sense to put a fan directly into the hood scoop because it is in fact functional?
@@2nickles647 no but they’re big on being realistic so real world driving the hood scoop would be channeling the same amount of air that’s already being blown at the truck to resemble the driving speed and directing it to the air intake. If banks wants to be as real world as possible then they should also blow air into the ram air hood
Most people will never understand what horsepower means and will continue to think that only the torque number does work, torque does nothing without rpm and that combination equals horsepower. Horsepower equals how much work you can do in a given time and that's what matters.
Thanks fo the video & test however you and your crew missed a very important aspect to cooling - your big fan works for the radiator and inter-cooler, but its sits too low to be beneficial for the air intake on the hood. My recommendation is if your looking for valid dyno test results, you'll need to jack up the fan unit to include the hoods air intake since this is vitally important when your looking for accurate results. Mike
My 2020 f350 will let me lug back to 1600 no problem. Manual mode makes all the difference. The 2020-22 6.7L makes more than 1000lbft from 1400-2400rpm(at the crank) will be interested to see if you get a 2023 Suoer Duty on your rollers.
on GM in manual mode teh ECM can still downshift. just locks out teh upper gears. Ford is the only one with a real "manual" mode. no 3rd gear starts either on Ram or GM.
@Duramax Adventures you can lugg the Ford back to 900rpm if you really want to. I always use the engine brake, as it locks the TC and slightly changes the shift schedule. Not as much as tow/haul but it holds gears far better.
So my $64 question is - is the 1600 rpm torque peak the optimum for cruising with a load? I have a ‘21 L5P in a 3500HD dually, and mileage is really speed-sensitive - if I cruise empty at 67 mph (right around 1600 rpm) I can get over 22mpg; cruise at 75, more like 17mpg. Similar with loaded trailers, but at about 50% (10.2 mpg at 16k trailer)
My 2020 2500HD CCLB LTZ single tire truck (loaded with all the upgrades to equal a HC) gets 20 mpg on the freeway at an average of 80 mph in the San Diego area. It goes down at 65-70 mph and on the freeways in the inland empire which do not flow as fast without interruptions. With the mixed driving in the IE and surface streets it will drop to 16 or 17 mpg. At 55-65 mph on a highway with few stops or acceleration, I have gotten 22 to 23 mpg. towing is 9 to 13 mpg with my 21' toy hauler at the bottom end and it only weighs around 8k pounds but sits 11.5 feet tall with 3 steps to get in. A dump trailer and skid steer or mini ex at 12k together is similar at 9 to 10 mpg and the empty dump trailer or with material will go up to 13 mpg. To answer your question, my truck does often cruise at 1400 to 1700 rpm but it doesn't take much to get it to drop to 9th gear. In lower gears off the throttle it seems to stay near the max torque of 1600 rpm. With boost low and rpm low, it seems it would use the least fuel. If I lay my foot into it, it likes to be at 2200+ and of course will easily run to 3000 rpm before up shifting. It makes sense for it to build boost from the rpm and extra air flow and to utilize the HP it is capable of for acceleration. The engine and trans system work perfectly for cruising, towing, and hauling ass. It is always where I want it but I do always use the exhaust brake and use tow haul in heavy traffic since i hate riding brakes and would rather let the exhaust brake do it's job. Dodge/cummins did it right with allowing full exhaust brake when you let off the throttle on the late teens truck, but I absolutely hate the cummins engine due to the lack of power and response when accelerating empty and the noise, not to mention I'm not a dodge fan. My duramax has the derringer and throttle monster, but the derringer only applies power under heavy throttle, which I only use if I'm towing and wanting to accelerate fast, with the moderate trailers I tow.
@@CGT80 Thanks for sharing that info - the '21 is my second Dmax, with the first being a tuned 2008 LMM. Daily driving the '21 gives me about 1 MPG better all-around than the '08, and I haven't put a tuner on the '21 yet - though I'm leaning Banks all the way. I had Banks gear on my 2000 Vortec and on the '08, but the Banks unit on the '08 gave up the ghost after 8 years - I replaced with an Edge and got a kick out of the added smoke - but not the regens. My camper is about 16K loaded with water and gear - will closely monitor the next trip MPH, though a lot of travels are in line with semis, and I think I get favorable wind-breaks.
I need some knowledge 😅 lol. my 2008 powerstroke 6.0 finally gave out at 571k miles really took care of that truck no huge power adders just bulletproof, I took it to Mexico plenty of times. Now I have a 2022 duraMax 2500, and with these modern picky, emission systems, would it be safe to use Mexican diesel fuel ? Or would it be better with a gas truck ⛽️. ?
Nice video, can't the dyno load the the engine to simulate that heavy loads and stepp incline that you mentioned would leat to use measure the torque at 1600 RPM ?
@@jeffs2809 That's exactly what Gayle said, they could not prevent the 10L1000 transmission from downshifting, long before the 1600 rpm engine speed was reached.
We do not have an eta at this time because we are still developing and testing the Ram Air intake and the Derringer. The 2024+ L5P Duramax trucks have a new updates for emissions regulations and new computer systems. Because of these changes, they are even more sensitive to any major changes like air flow rate and temp. We must work with these changes an unfortunately that has forced us to change harness and programming on the MAF module that is included with the Ram Air intake and the Derringer tuning. As for the exhaust, the exhaust from the 20-23 does not carry over because of the emission changes from GM. The new exhaust sensors on the 2024 truck have an added sensitivity where we are offloading back pressure with our Monster Exhaust to the point where the sensors thinks there is a leak and triggers a check engine light. We are currently experimenting for the best solution via electronics and exhaust piping design to ensure we do not cause a check engine light.
doesn't that torque peak help with holding a gear before downshifting when going up a grade? granted you can't hold a gear at the peak at WOT due to the ECM commaning a back shift. or is it all just for marketing and doesn't really matter?
My Ford has the 10-speed, from what I understand is basically the same unit. In manual mode, you can lug it to unbelievably low revs. I can make it run at the torque peek at any given time. Why not this one???
there is a huge misconception around that caused by the fact that GM updated several transmissions at the same time. The 10 speed that is shared between GM & Ford is in the 150/1500 lines . the 10 speed they use for the 6.6 Duramax is unique to GM
Whoever had the idea to make the graph's text fuzzy until Banks put his glasses on gets credit for making me laugh out loud.
He Never fails in fitting some more knowledge between my ears. Even if I'm leaking it faster than it's going in at this point in me life. Thank you, Professor Banks !
No chit hu 😂😂😂
Yah he’s awesome!
100!!!!
birth to 3 yo +- learning is wfo and then pruning of mental connections until we(me) start losing everything .
Bought my first Banks Engineering products 30 years ago for my '93 K3500 Chevy dually. It was an awesome kit. I now have all of the Banks offerings for my 2017 3500HD GMC dually and love them all! Mr. Banks is an icon in engineering, not just automotive, but engineering in general. He doesn't stray from the fundamentals of engineering. He uses engineering to guide the design process. It is painfully clear how superior his products are over the competition. I learn from him on every video. Thank you, Sir.
Can't get enough of Gale on this channel, he's a national treasure
The numbers going from blurry to sharp when Gale put on his glasses. Nice editing touch! 😂
Slick! I wasn't fully paying attention and wondered why the numbers were blurry.....that is a good one.
OMG, i grew up reading Gales hot rodding books, back when books were a thing, and hes still going strong. I watched this vid with my grandson and he asked me who the old man was? I told him that's not an old man boy, that's a legend.
Legit Gale is a man after my own heart.
Data. Testing and thoughtful modifications along with careful implementation is super helpful
Loved the simple walk through and explaining the numbers and how and why your system is best. I’ve never considered the dyno numbers with hood open or hood closed, but you make an excellent point.
Great information! Now, please install a Banks CAI, iDash and Derringer on that puppy and run that test again multiple times to show us how the Banks power adders affect the HP and torque levels and that torque rise percentage at different power level settings! I’ve installed those items and a pedal monster on my 2020 L5P but I don’t have a chassis dyno to determine how the combination affects those power levels. It would be really interesting if Gale would show and tell us how, why, and how much these mods can improve the power of this already impressive engine.
You are on another level Banks! You and your crew are like the NASA of automotive. Thank you for your desire to test, engineer, explain and repeat!
Love the production quality and b-roll. Even on these simpler films👍
A classy trustworthy and most knowledgeable guy. Always enjoy your videos, thanks very much for sharing your knowledge.
Finally someone talking my language of torque rise, as we have done forever in truck and mining, now I feel at home watching this
Thank you SOOOOOO much for the audio balancing! I really enjoyed this video, mad respect!!!
luv the way this bloke explains a dyno
Always a learning experience watching his videos.
Damn I love this channel & Gale. Real science/engineering based numbers/advice & no marketing B/S.
Would be interesting to see how the dmax compares to a super duty and a ram. Any plans to strap either of those trucks on the rolls?
I was thinking the exact same thing.
I would like to also know what they produce from the same dyno.
I was looking for any comparison videos too.
Dynod my 2023 ford yesterday. 493hp, 1003tq.
@@arod6789 Holy crap! Wow!!
This guy is awesome! He has a really good way of explaining everything
You are on another level Banks!
Really interesting. I really hope that Mr Banks and the after market community are gonna come up with something useful for the 3L duramax.
Gale Banks is the absolute master of engine design! What a legend!
Your videos are amazing. I love all the methodical data, proof of functionality, why your improvements work, etc. If I ever get a diesel, it'll be your parts that go into it!
900ft-lbs of torque at the wheels. That's awesome
my tuned 6.4 powerstroke has pretty much that to the rear wheels and its from 08 with a tune intake and exhaust
@@nou8257 This has a warranty to back it and your truck has a prayer to hold it together.
@@Texpete88 and mine is 100k less
@@nou8257 How much would a truck like yours sell for right now and how much would it cost to bulletproof the engine and trans? I have been there. My parents bought a 2005 f350 6.0 with a partial bulletproof job on the engine, multiple tunes, intake, large free flowing exhaust, etc. and only 75000 miles. It pulled like a beast and I considered buying and building one like it. Instead, I ended up with some good paying work and bought a 2020 Chevy z71 LTZ CCLB with all the extras (same as the high country trucks and same price at $74k sticker and $68k after rebates and a deal from a neighbor in June of 2020). The L5p with the derringer and throttle monster spanks the dually f350 with a hot tune when empty and the L5P tows far nicer. It is never in the wrong gear our out of gears and never runs out of power, towing the same toyhauler and dump trailer with equipment in it. The 6.0 sounds amazing when you get on it but the lack of exhaust smell and how quiet the duramax is while towing even a decent load up steep grades is very nice for long drives with middle aged ears that have been beat over the years. The ride and comfort as well as cameras and all the other features is great. My other pickup, was my daily driver, is a 79 Chevy C20 with a well built 406 SBC and gearvendors overdrive. That ford is great, but if you are willing to spend the money (I didn't already have an older diesel and I do a lot of out of town work) the duramax is a beast with luxury.
@@CGT80 I was offered 30k for my truck couple years ago and I turned it down. the value of something differs to each person and this truck is what I wanted so when I found it I bought it.
And there is no bullet proofing that is a very over used term with 6.0's. my truck is a 6.4 and to bullet proof it as you said well its kinda already been done as the emissions system is gone it is what killed those trucks regardless of what a large number of people who have never owned one will yell against them.
But to toss a number out there if I just went and put 6.7 steel pistons into my 6.4 did some other upgrades to it i'd say I could do that in the 10-15k range with me doing the majority of the work since I have plenty of tools to take the engine out and disassemble it for the machine shop.
I can also go the cheaper route too buy the adapter kit and put a 12v cummins in it for around 10k or less and then it would have one of the best engines ever produced.
I tow with my 02 f350 7.3 with a zf6 speed manual trans have easily pulled around 20k with it no real problem just about never have had to leave 6th gear pulling a hill with it vs automatic transmissions which usually die when used for towing and don't know when to shift correctly to use the engines torque.
The exhaust smell of a diesel never bothered me. I grew up around diesels and all kinds of cars I prefer the old diesels to the new ones that burn my nose and eyes with their dpf junk espically in regen.
But hey the duramax works for you that's great. My old trucks work for my applications pulling my trailers.
GREAT VIDEO GALE!!! GREAT DYNO AS WELL. GREAT EDUCATION!!! THANKS FOR SHARING! I LEARNED SO MUCH.
Gale is such a legend.
GB is a badass,awesome he shares with us.
Love these updated videos please keep them coming
Great info! When will the air intake and monster exhaust be available for the 2024's?
Well done Mr Banks. I always enjoy watching your videos and listening to what you have to say when sitting on my couch in Perth Western Australia. Regards
Can you do this with the other brand trucks? That would be a great comparison
following
I wonder if the fans could be timed with the dyno so as to provide the same wind speed as what is on the gauge cluster, that would be cool.
technically could be possible. would require a redesign of both dyno and fan to, probably cost so much to do and probably wont make much difference.
Considering the truck maxes out at 96 or whatever it is, the 60 mph fan is good enough.
Very informative. If a manual transmission option was available, wouldn't the peak torque number be more relevant (usable)? And if so wouldn't this be a nice message to send to the GM Factory regarding a manual option for some configurations?
Emmissions plain and simple. The 10 speed transmission is so the engine can be kept in optimal RPM for Emmission control. The manual transmission version in 2008 for instance was still at LB7 power levels. Auto equipped (LMM) was much higher. Not everyone can drive a manual successfully with todays power pulling 30k and not kill the clutch. Automatics always pull more consistently.
When is the Derringer going to be available for this truck?
three pulls on the dyno and I noticed the dash display had the automatic shift into L for low and was limited to 97 mph. Will shifting into D Drive make any difference?
Dyno the big 3, curious what they put down at the tire.
I was watching this on my tv and thinking to myself, is it just me or is Gale freakin awesome? Opened the app n my phone to check. Well, it wasn’t just me. I’ve never owned a diesel and am loving the videos!
Is the new Lp5 okay for short drives?Work commute is only 8 miles( one way).
I like the front end of my HD Ultimate (22-23). Unfortunately they did not install the larger screen but everything else is good to go. The new Duramax is nice with the extra HP. Altyhough mine has plenty.
Huge gale fan love the work from australia always learning things every video
Just grabbed a 2024 Denali 3500 dually, Love the Powerstroke, but as long as Ford keeps using a CP4 fuel pump it’s not an option I’m willing to consider.
Excellent information! That said, I’d like to see a side by side comparison between this configuration and a lwb dually to show if there is a significant reduction in hp/tq at the wheels because of the longer drivetrain and the additional rotating mass of the dual wheels/tires.
That's a good idea ! I second that wish ! :D
We all know there is. Commercial chassis tend to be derated significantly
PLEASE BANKS! When will we be able to manually regen our 2024 Duramax? A lot of us are having to go to the dealer every week for a manual regen and they have no fix and no eta…
Do you guys have an eta on your end?
When is your exhaust coming out for this truck?
Just ordered the 2500HD Chevy LT with Duramax
Once again more great stuff.
That new GMC is sharp.
Good to know that you have to simulate the wind in the air intake
Wow!! That engine is a beast! And it was only stock...
It is perfectly reasonable that the transmission control does not allow the engine to lug down to peak torque because an engine's peak torque rating is essentially meaningless. It's torque at the wheels that is important and at any given vehicle speed the maximum wheel torque is achieved when the gearing allows the engine to run at its power peak, not the torque peak. The designers of the transmission control know this so they program it to provide the best real-world performance. As Gale correctly said the only time that peak engine torque comes into play is in first gear but that is theoretical in the real world since you'll run out of traction before you run out of engine torque.
GMC HD trucks have been looking better and better with ever face lift. This is a gorgeous beast.
Indeed
Just seen a '23 Super Duty for the first time today...ugh. The GMC Sierra is the best looking pickup at the moment.
@@outbacker292 agreed, the ford redesign makes the gm look like gold
@@5.43v just saw a new Ford super duty. The headlight design makes it look bug eyed like the maverick. 🤮
Agreed, those new Superdutys are ugly as heck!
Hey Mr Banks have ya any thoughts on the 7.3? Or minus the epa crap on any diesel?
I have a 19 gmc 3500 I put banks on now all I get is check engine lights and trac control banks what do you think it is
Can you dyno the Ford 250 Superduty 6.7 HO? I have this truck and would like to see its numbers. They advertise 500HP and 1,200 torque. I drove the GMC Ultimate today because I'm considering trading it in my Super Duty, but the GMC feels weak compared to my HO 6.7.
6:22 I can attest to that, I recently pulled 20k up a 10 degree incline at a landfill in Texas while in 4 wheel drive low and it can stay at 1600 in 1st or 2nd gear if you throttle it just right but the beautiful thing is, the truck doesn’t need to stay there. I climbed that hill many times and usually with at least 18k behind me and more often then not it would shift up to third during the climb. Strong truck.
If you had a ford you could lug it down to 1600rpm but Chevy and ram don’t offer that with the manual mode
@@dallasbyler2946 I don't know about the Dodge but my Chevy can be forced to stay in 1st even with the automatic, just shift into manual mode and modulate the throttle to keep it at 1600 rpm.
We love you Gale!!
Thank you prof. Banks! Do you know what the TQ rise is on ram and fords?
Have you noticed dead pedal in the 24 Duramax? I just did a test drive on a 24 LTZ. From a dead stop if you hit the throttle quick at least 1/4 or 1/3 down, it had dead pedal for almost 3 seconds. I mean i hardly responded then hit real hard. Also driving around the diesel just didn't seem responsive till it spooled up. I found it rather annoying. Seemed like a lot of turbo lag. What's your experience? Did the truck learn and improve?
Was it 3/4 or 1 ton? Reading the specs I notice one of the few differences is the one ton comes with a bigger rear diff (diesel model only, gas is the same for both). I’m thinking the 3/4 is likely de-rated in 1st gear to protect the 11” rear end.
@@brettjohnson1393
It was a 3/4.
I’d love to see a series like this on Ford’s new 6.7 HO!
I dyno'd yesterday. 493hp, 1003tq
At the wheels?
Preach on GB. Truth while giving facts.
The best dyno setup that youtube has to offer
When can we expect 2024 exhaust and intake?
Will there be some Gale Banks performance video's for gas engines? i.e. Ford 7.3L Godzilla.
Does the display not tell you what gear it’s in? My f150 has it on the dash.
DANG !!!!! I will never need a Duramax powered100k Denali but I sure do enjoy seeing this degree of engineering prowess displayed by sir Banks.
Prof. Banks leaves nothing to chance. Every variable is attempted to be created! Thank you sir
Any info on the derringer for the 3.0? I would love one of your set ups for it!
Can we get a tuner for 24’ L5P this spring please?!
Very informative. Never new there was such thing as torque rise and how aplicable that would be in driving/ towing
I just found this channel great info ordering new one.
The “artwork” on the wood is the topographic relief map of Denali…
1 year later, still waiting for the 2024 exhaust, intake and derringer. What’s the status on that?
Outstanding! Thank you Mr. Banks!
what do you think of the power rating of the new HO powerstroke
I’m wondering if the 2024 high pressure fuel pump will be compatible with my 2020 L5p
I would like to not see a glitter party every time I change my fuel filter
Mr. Banks is a National Treasure!
Is there any chance that you will evaluate the 3.0 Liter Duramax?
Just got mine yesterday
9:29 Ok, I spit my coffee out dammit! 🤣🤣🤣🤣🤣
What a great video. very informative but i do have a question and wanted to see if you have any news on the derringer tuner for the LM2 Duramax Diesel? it keeps saying coming soon online
As of now, we’re not making any further announcements for the Derringer LM2/LZ0 until it’s ready to launch. Development is already underway with much of it being done in parallel with the new RAM and Ford 6.7L devices. The current Derringer hardware for the GM/EcoDiesel form factory isn’t a viable design for our performance goals. Are these goals achievable? Yes, 100%. Newer, modern diesels require more that just manipulating more than just MAP and FRP. Our new tuner will feature injector pulse-width control/timing, a new harness/circuitboard, new software, and an app that ties into our Banks Ecosystem. Once this new Derringer platform is tested and dialed in for the LM2/LZ0, we’ll share it with the world.
@@bankspower as soon as you do release the tuner to the public I will be buying it ASAP. Hopefully sooner than later
The only thing I would say for the dyno is for testing purposes with this specific truck… wouldnt it make more sense to put a fan directly into the hood scoop because it is in fact functional?
Does anybody run with a fan in their hood scoop all day long😁
@@2nickles647 no but they’re big on being realistic so real world driving the hood scoop would be channeling the same amount of air that’s already being blown at the truck to resemble the driving speed and directing it to the air intake. If banks wants to be as real world as possible then they should also blow air into the ram air hood
Most people will never understand what horsepower means and will continue to think that only the torque number does work, torque does nothing without rpm and that combination equals horsepower. Horsepower equals how much work you can do in a given time and that's what matters.
When you have the knowledge, you don’t bullshit, you just make a video like this gentleman 👏🏼
Gale is a National (Heck UNIVERSAL) TREASURE!!!
Thanks fo the video & test however you and your crew missed a very important aspect to cooling - your big fan works for the radiator and inter-cooler, but its sits too low to be beneficial for the air intake on the hood.
My recommendation is if your looking for valid dyno test results, you'll need to jack up the fan unit to include the hoods air intake since this is vitally important when your looking for accurate results. Mike
My 2020 f350 will let me lug back to 1600 no problem. Manual mode makes all the difference. The 2020-22 6.7L makes more than 1000lbft from 1400-2400rpm(at the crank) will be interested to see if you get a 2023 Suoer Duty on your rollers.
on GM in manual mode teh ECM can still downshift. just locks out teh upper gears. Ford is the only one with a real "manual" mode. no 3rd gear starts either on Ram or GM.
@@duramaxadventures5832 What's wrong with a torque converter lockup mod?
@@einfelder8262 i didnt say there was anything wrong. are you sure you are replying to teh correct comment?
I would like to see and super duty run as well.
@Duramax Adventures you can lugg the Ford back to 900rpm if you really want to. I always use the engine brake, as it locks the TC and slightly changes the shift schedule. Not as much as tow/haul but it holds gears far better.
So my $64 question is - is the 1600 rpm torque peak the optimum for cruising with a load? I have a ‘21 L5P in a 3500HD dually, and mileage is really speed-sensitive - if I cruise empty at 67 mph (right around 1600 rpm) I can get over 22mpg; cruise at 75, more like 17mpg. Similar with loaded trailers, but at about 50% (10.2 mpg at 16k trailer)
My 2020 2500HD CCLB LTZ single tire truck (loaded with all the upgrades to equal a HC) gets 20 mpg on the freeway at an average of 80 mph in the San Diego area. It goes down at 65-70 mph and on the freeways in the inland empire which do not flow as fast without interruptions. With the mixed driving in the IE and surface streets it will drop to 16 or 17 mpg. At 55-65 mph on a highway with few stops or acceleration, I have gotten 22 to 23 mpg. towing is 9 to 13 mpg with my 21' toy hauler at the bottom end and it only weighs around 8k pounds but sits 11.5 feet tall with 3 steps to get in. A dump trailer and skid steer or mini ex at 12k together is similar at 9 to 10 mpg and the empty dump trailer or with material will go up to 13 mpg. To answer your question, my truck does often cruise at 1400 to 1700 rpm but it doesn't take much to get it to drop to 9th gear. In lower gears off the throttle it seems to stay near the max torque of 1600 rpm. With boost low and rpm low, it seems it would use the least fuel. If I lay my foot into it, it likes to be at 2200+ and of course will easily run to 3000 rpm before up shifting. It makes sense for it to build boost from the rpm and extra air flow and to utilize the HP it is capable of for acceleration. The engine and trans system work perfectly for cruising, towing, and hauling ass. It is always where I want it but I do always use the exhaust brake and use tow haul in heavy traffic since i hate riding brakes and would rather let the exhaust brake do it's job. Dodge/cummins did it right with allowing full exhaust brake when you let off the throttle on the late teens truck, but I absolutely hate the cummins engine due to the lack of power and response when accelerating empty and the noise, not to mention I'm not a dodge fan. My duramax has the derringer and throttle monster, but the derringer only applies power under heavy throttle, which I only use if I'm towing and wanting to accelerate fast, with the moderate trailers I tow.
@@CGT80 Thanks for sharing that info - the '21 is my second Dmax, with the first being a tuned 2008 LMM. Daily driving the '21 gives me about 1 MPG better all-around than the '08, and I haven't put a tuner on the '21 yet - though I'm leaning Banks all the way. I had Banks gear on my 2000 Vortec and on the '08, but the Banks unit on the '08 gave up the ghost after 8 years - I replaced with an Edge and got a kick out of the added smoke - but not the regens. My camper is about 16K loaded with water and gear - will closely monitor the next trip MPH, though a lot of travels are in line with semis, and I think I get favorable wind-breaks.
Just out of curiosity why were they running it in low gear?
Instead of drive gear?
Absolutely beautiful truck!
I just went from the 2024 HO powerstoke to 24 duramax. Absolutely no comparison. Duramax for the win
You going to make people cry with that
I need some knowledge 😅 lol. my 2008 powerstroke 6.0 finally gave out at 571k miles really took care of that truck no huge power adders just bulletproof, I took it to Mexico plenty of times. Now I have a 2022 duraMax 2500, and with these modern picky, emission systems, would it be safe to use Mexican diesel fuel ? Or would it be better with a gas truck ⛽️. ?
Nice video, can't the dyno load the the engine to simulate that heavy loads and stepp incline that you mentioned would leat to use measure the torque at 1600 RPM ?
It's not the dyno, it's the transmission control module in the truck that is forcing the downshifts.
@@jeffs2809 That's exactly what Gayle said, they could not prevent the 10L1000 transmission from downshifting, long before the 1600 rpm engine speed was reached.
When will you have the intakes and exhaust for sale?
We do not have an eta at this time because we are still developing and testing the Ram Air intake and the Derringer. The 2024+ L5P Duramax trucks have a new updates for emissions regulations and new computer systems. Because of these changes, they are even more sensitive to any major changes like air flow rate and temp. We must work with these changes an unfortunately that has forced us to change harness and programming on the MAF module that is included with the Ram Air intake and the Derringer tuning.
As for the exhaust, the exhaust from the 20-23 does not carry over because of the emission changes from GM. The new exhaust sensors on the 2024 truck have an added sensitivity where we are offloading back pressure with our Monster Exhaust to the point where the sensors thinks there is a leak and triggers a check engine light. We are currently experimenting for the best solution via electronics and exhaust piping design to ensure we do not cause a check engine light.
What about the DPF System of the new 2024? My 2021 has been a disaster all related to the emission system.
doesn't that torque peak help with holding a gear before downshifting when going up a grade?
granted you can't hold a gear at the peak at WOT due to the ECM commaning a back shift.
or is it all just for marketing and doesn't really matter?
My Ford has the 10-speed, from what I understand is basically the same unit. In manual mode, you can lug it to unbelievably low revs. I can make it run at the torque peek at any given time. Why not this one???
there is a huge misconception around that caused by the fact that GM updated several transmissions at the same time. The 10 speed that is shared between GM & Ford is in the 150/1500 lines . the 10 speed they use for the 6.6 Duramax is unique to GM
I would like to see a comparison between ram Ford and GM. What is the usable torque and horsepower of all three at the wheels?
Are you ever going to make intake products for the 3.0 liter Duramax
Please Gale do an episode on exhaust systems and negative pressure waves on VNT diesel engines
😉
Gale, how does your hp and torque tests relate or compare to the factory ratings? How accurate are the factory numbers?
An engineer's engineer! Outstanding information!
I wish there more videos like this!