Couldn't pay me to own a Navistar engine. Drove them too often professionally. I would take the Isuzu #1, then Cummins, then gas, then Navistar. I am not a fanboi or hater of any truck brand, but engines? Little pickier.
Longevity....that's the key. I have yet to hear any info on what they have done to fix the Dmax headgasket issue. Dealer....$10k without heads being checked. And every RPO code of Dmax has had this 1 common issue. Unless they studded the L5P from the factory and upgraded the gasket materials. But GM loves to cheap out on fixes and rather band-aid something betting it will clear the warranty period before breakage
@@mikz86ta1 LB7-LLY had headgasket issues ('01-'05). They redesigned gasket in '06 with LBZ-LMM ('06-'10) and they rarely fail unless pushed. LML was another redesign in '11 which seems to have caused the head gasket issue to return. L5P? We'll see...
I don’t normally comment on videos but this one is very deserving. To Gale and the production team, my hat is off to you. You guys do an excellent job of explaining the physics of how engines and power adders operate. It’s great to see experts building engines properly, not just bolting on parts aimlessly. I’m especially delighted to see the caliber of testing equipment utilized in the shop and the dyno cells. It’s great too see the spread sheets and talk numbers while Gale gives in depth explanation to their findings. The Duramax video series have been especially interesting. It’s very refreshing to see that efficiency and fuel economy are so important to the Banks way of doing things. Thank you Gale and the rest of the team for posting these videos and teaching people the right and informed way to do things!
Thank you very much Mr. Banks! I've always known what a Fluidampr is, but I've never heard a real in depth explanation of how and why it is so far superior. You are a wealth of knowledge sir, thank you for sharing with us!
I'm curious if you have ever thought about building a modern 2 stroke diesel with electronically controlled injection and modern forced induction? 2 stroke seems like a natural way to go, there'd be no need for an egr system because with a two stroke that happens naturally. Two stroke technology has grown leaps and bounds in dirt bikes but in diesel engines it seems like it has stagnated since WW2.
Only problem with 2cycle engines....very dirty...wont pass emissions regulations. Emissions is what killed the Detroit 2strokes. I am with you on the concept on of common rail injected 2 stroke
@@timothymroberts2949 at least the old ones were...I'm sure they could design new 2 strokes with some electronic wizardry to make them run clean. But then that ruins what was so good about them. They were ultra reliable because they 100% were mechanical.
I could listen to you talk for days. So much knowledge... Thank you for sharing your experience with us. I love seeing how excited you get about new shinny parts😁! You are awesome!
I am sure he has a target HP number he needs to hit, and the mods are necessary to achieve that. How many coal rollers have even thought about the crank damper?
I think you have a good point. Goes to show you how good a stock Duramax is imo! There are fascinating refinements( *tuning* ) presented here tho. One way to *tune* an engine is to in fact record the noise and measure versus *expected noise* as I think is presented here. That's how the Japanese Brands do it anyways...and do that very well at stock I might add.
I could watch Gale Banks talk all day. It is wonderful to listen to someone who follows the scientific method and applies it to automotive performance.
Excellent explanation. After exhaustive research I chose a fluidampr for my engine combo over the far more commonly used aftermarket elastomer dampers, having this video would have reduced my research to about 29 minutes. Id love to hear Gale's take on aftermarket elastomer and pendulum type dampers.
Yep, that's why they invented shocks !!! Springs alone makes 4 a crazy looking ride !! Ever c a car w really worn shocks ???? Make ya sea sick watching it 🤕😅🤗😁
Lol way back in the day a buddy had a 3 wheel golf kart on his property. We used to disconnect the rear shock and off-road it. And get bounced all over the place. Good times 😅
Thanks Gale. That is at least 40 years of blown up engines learning you just passed along. An excellent course in crankshaft torsional harmonics . I hope you do a part two on the fully counter weighted crank you showed allowing the reduction of whipping (jump rope) of the heavy end counterweighted stock cranks Effect on the main bearings and main bore failures where some have ripped the main bores right out of the block.
Why, does a 6.5 have some strange and unique axle in it? Chances are there are covers available since your axle is used in hundreds of different applications...
@@cencoast_7.340 True, covers are available but the banks dif cover has a proven concept but, currently, not offered for this model differential. Until then, I will stick with OEM.
your videos are so informative! I've learned more about forced induction watching your videos than from everything I've ever read on the subject. I had no idea what the damper did for a crank. THANK YOU for taking the time to enlighten us! your knowledge of performance diesels is AMAZING! I look foreward to the next installments of the killing & building series!
Dear Mr. Banks; BRILLANT video, especially at minute 20:00 the best demonstratiosn i have seen of a VD; i would like to see the same for a ruber ring VD.
Gale, I've been doing a bunch of homework on crank harmonics and dampers lately, and as usual you've taken us all to school and learned us some things! I didn't realize how significant the difference in frequency spectrum (or as it'd be called in audio, Q) was elastomer vs viscous. I'm working on building a cheap turbo amc 4.0l I6 for my project car, for right now I'll run the stock damper. Hopefully for a street car it'll be okay seeing short hits and maybe a few drag passes. Seeing that elastomer separate, I realize I now have an indicator to look out for as to how well the factory damper is surviving!
Gday Mr banks I dearly hope you live another 200 years I really do. You won't so I hope you pass on everything you know along with all your research. I have a friend that is 67 I am 45 . He is teaching me as much as he can about line boring and machining as he is scared of the knowledge being lost. You are a legend in many ways . Good luck sir from an Aussie. Can't lie be cool to me you one day. Love from Aj in Aus
Very informative video. Am I correct in deducing though that the wide band damping effectiveness of the viscous coupler does come at a collateral in the form of energy (or BHP)? The elastomer damper - like a spring - would return the damped energy back to the point of absorption on the crank at the same angular direction, whereas in the case of the viscous coupler, the damped energy is converted into heat and dumped into the atmosphere. Did you manage to calculate how much energy is needed to run the viscous coupler throughout the entire RPM range of the engine? It might well be a tiny fraction of the overall power output of the engine, and well worth the cost in order to safeguard the engine components from mechanical harm, but purely from an engineering perspective. Thanks, George - Cambridge UK
Your dangerous with a razor knife. "Cut towards you chum not towards you bum" Thought you would know this all the years you have opened boxes. Time stamp 8:49
From a manufacturing perspective, I'd like to know how they seal the tuned mass and silicone fluid into those dampers! The cut-away didn't appear to show an O-ring seal or any fasteners, etc. Do they just squirt it in, laser weld the outside of the case, clean it up and call it good?
The back cover is laser welded then the silicone is pressure injected through two fill holes on the back cover. Once full the fill holes are then plugged and spot welded.
"noise" is an interesting subject. Harmonics and whatnot .... One company who's really on harmonics is Yamaha , they have alotta crossover with the piano end of the business and engines more than we think.... intake and exhaust length tuning for example.
Why is it that you never lose a step through all these years ? You kind of remind me of the famous Astronomer & Astrophysicist the late Carl Sagan in that you have this ability to convey the very difficult to the layman with perfect clarity. It is rarefied air to be sure. Have not visited your shop since moving to Arizona but , perhaps, one day again this will happen. I really appreciate your passion and dedication. Please do not change a thing as your videos are informative, educational and mind blowing. So Thanks Gale for sharing your fascinating world with the rest of us. When I buy another cetaner I will be back to load up on the good stuff. Until then say safe and be well. And please keep these videos cpming.
I was told by an automotive engineer that MOST mechanical components are COMPROMISES! The most for the cheapest. A lot like the NASA space program. I have been using a Fluidamper for years on my Race car & I'll tell you it's an excellent product & well worth the money! Good job Mr. Banks & keep up the great videos!
I always thought of it , like a shock absorber like in suspension, the damper does the same thing, only torsional! I was wondering if anyone tries a double damper, maybe one on the rear? I guess the clutch or converter will Handel the smaller amount of torsional viberations. Great video Mr clause hum, I mean Mr Banks!
Actually it is damper not dampener... you are damping vibrations... not getting them wet. Dampening, or damping for that matter, are correct as a verb but damper is the correct pronunciation as a noun. wikidiff.com/damper/dampen
I was wondering if you were going to update the damper on your duramax, because you had stated you went past the stock engine RPM. But your stll using the stock crank. Nice explanation of the viscous damper....
Mr. Banks - You are an excellent teacher/engineer and these lessons will live on for posterity. Each and every video is appreciated by those of us who like you - just want to improve or make things work better (or how they should've been made in the first place). Thank you for taking the time to explain, test, and prove everything you do. I am fairly new to this level of engineering but I will continue to learn from previous and future releases. Can'y wait to watch this entire series and whatever comes in the future! Loving every moment!
Tired old mechanic not really because over engineering costs money. There's certain price points every design decision made effects. Would you spend the extra money to build an engine with parts capable of 2000hp let's say when your highest goal is to make 1000? No you wouldn't because that would be wasteful.
You know one of the first modifications I ever did to my car was an underdrive pulley. I almost bought the Billet aluminum one cuz it looked cool but then I read that you need a good damper... especially if you're going to rev it. So I got a good dampener. I now regret not getting that ATI racing one. I got one step down from that. It says it's good to 6500 RPM... I don't really spend much time above 6000.
You really know what you’re doing I don’t I have a brand new Chevrolet HD 2500 pick up truck with the brand new Duramax diesel in it and I don’t even drive it because I’m afraid of the crankshaft busting. Could anybody tell me if I’m being stupid, it’s a stock truck I haven’t tuned it and I have 200 miles on it was 12 hours on the engine and it just sits in the garage and yes it’s paid off believe it or not 2024 to be exact year so could somebody please tell me if I’m just being too paranoid or I’m OK to drive it normally
Just thinking my damper on my M111 engine could I not make a plate and use the silicone viscous gel between the plate and the pulley ? how much rotations do I want in the bolt cutouts dampener section? connecting it to the inside of the pulley? what are we looking at a millimeter or two or more for movement?
Good day. Thank you so much for the info. I want to ask a quick question. My crankshaft (big end journals) is machined to its last deck, should I be worried if it's going to last that long? Thank you in advanced
I don't understand why the decoupler / TVD should be causing cranshaft break - the flywheel / flexplate tumble would be concern much more... harmonic damper in the industry is only used to reduce belt slip etc. - I would recommend some kind of "free run" for the alternator or what ever you have...
Down on a molecular level it's surprising how much metal actually moves. Even cast iron is kinda neat how it holds or retains oil. The old "put a clean con rod in an inch of oil and come back day later and the top is wet" deal....it's alive 😁
Watched Steve Morris lean on a big block so hard the crank shaft bent to the point the flywheel was throwing sparks. Hard to imagine the stress going on inside an engine making 1k lbft or more
JoManOut I don’t remember when, but Gale referred to the intake plenum as the sad giraffe. After he said that, every time I see it, I think of it and laugh, it actually does!
In any of those cranks i don't like those radii, they are too small, prone to breakage through fatigue? 13:30 all journals exhibit a line next to the radius; don't like that, stress conc. points ?
Some planes have an rpm range you are not allowed to operate in for this reason, even helicopters have rpm ranges you have to pass through quickly or damage can occur. The fluidamper is more like a hydraulic shock absorber that absorbs the energy and doesn't have it's own resonance between the crankshaft and the outer ring like the bonded rubber ones do. Far better design . Pity it costs more.
Gale is so smart but I just cannot get past the fact that he builds non emmisions engines for the US government then jumps up and down about how WE shouldn't delete trucks he's all good with it because he gets to play and have fun without emmisions and he really doesn't care about the consumer anymore since he has those big government contracts lining his pockets it's a real shame to see him sell out like that and not offer them an ultimatum "hey I'll do this for you BUT you've got to allow people to modify their vehicles for racing because there really aren't many other people the gov can go to to get what they need I mean don't get me wrong gale is very replaceable but he could severely inconvenience them and make them give us at least some of our rights back it's really sad
The army orders engines to their spec. They are not built with emissions equipment because the Army secured an exemption. We believe their exemption was granted because an emissions system failure on the battlefield could cost lives. When an emissions system fails on a U.S. highway, the driver pulls over and calls AAA. Would we build exempt engines for consumers if we could? Yes, of course. Unfortunately, it is illegal. Does the EPA allow us to sell non-compliant parts for road-going vehicles? No. Do we face the same scrutiny as every other aftermarket parts manufacturer? Absolutely. We have spent millions in R&D to make sure our parts pass CARB emissions compliance tests. The vast majority of our parts carry CARB EOs (executive orders) which state that they meet California's minimum emissions standards. Because these standards are tighter than federal standards, a CARB EO allows us to sell products in all 50 states. The EO process is incredibly expensive and we'd prefer not to spend months wrapped up in red tape for every product. And, every year the process becomes more difficult as CARB's standards get tighter. You'll be delighted to know that we have vocally supported the RPM Act since its creation. We want the right to race upheld. Unfortunately, the act failed in congress. However, we will continue to vigorously support bills that protect racers and motorsports businesses and help to protect them from EPA tyranny.
How do we know this? : because we destroyed one ”he said with a smile on his face 🤣🤣”
WAY more happening (and not happening) in dampeners then I'd imagined. Banks blessed us once again
Thanks for watching. Please share friends who will appreciate the education.
"Back to school with Gale Banks" Thanx for the lesson.
Dang I wish Gale would implement an "Adopt a Nephew" program!
Come up with a revolutionary idea and you never know...
@@timothymroberts2949 That's not so fun. I just wanna borrow some of his cool rides!
@@kmcwhq for sure!
I used to be a Powerstroke guy but seeing how Banks is having such a difficult time, week after week, killing a Duramax I'm switching to GM!!!
Sales are strong for GM in Q1 in point of fact.
Couldn't pay me to own a Navistar engine. Drove them too often professionally.
I would take the Isuzu #1, then Cummins, then gas, then Navistar. I am not a fanboi or hater of any truck brand, but engines? Little pickier.
Longevity....that's the key. I have yet to hear any info on what they have done to fix the Dmax headgasket issue. Dealer....$10k without heads being checked. And every RPO code of Dmax has had this 1 common issue.
Unless they studded the L5P from the factory and upgraded the gasket materials. But GM loves to cheap out on fixes and rather band-aid something betting it will clear the warranty period before breakage
@@mikz86ta1 LB7-LLY had headgasket issues ('01-'05). They redesigned gasket in '06 with LBZ-LMM ('06-'10) and they rarely fail unless pushed. LML was another redesign in '11 which seems to have caused the head gasket issue to return. L5P? We'll see...
@@scottmcfarland1110 oh ok. Yes we got a LML and just found out the HG are on the way out
I don’t normally comment on videos but this one is very deserving. To Gale and the production team, my hat is off to you. You guys do an excellent job of explaining the physics of how engines and power adders operate. It’s great to see experts building engines properly, not just bolting on parts aimlessly. I’m especially delighted to see the caliber of testing equipment utilized in the shop and the dyno cells. It’s great too see the spread sheets and talk numbers while Gale gives in depth explanation to their findings. The Duramax video series have been especially interesting. It’s very refreshing to see that efficiency and fuel economy are so important to the Banks way of doing things. Thank you Gale and the rest of the team for posting these videos and teaching people the right and informed way to do things!
Screw the Tiger King...this guy is the Diesel King!
Thank you very much Mr. Banks! I've always known what a Fluidampr is, but I've never heard a real in depth explanation of how and why it is so far superior. You are a wealth of knowledge sir, thank you for sharing with us!
I'm curious if you have ever thought about building a modern 2 stroke diesel with electronically controlled injection and modern forced induction? 2 stroke seems like a natural way to go, there'd be no need for an egr system because with a two stroke that happens naturally. Two stroke technology has grown leaps and bounds in dirt bikes but in diesel engines it seems like it has stagnated since WW2.
2 stroke sucks.
Only problem with 2cycle engines....very dirty...wont pass emissions regulations. Emissions is what killed the Detroit 2strokes. I am with you on the concept on of common rail injected 2 stroke
Zues Toots wrong. Old ones do.
@@timothymroberts2949 at least the old ones were...I'm sure they could design new 2 strokes with some electronic wizardry to make them run clean. But then that ruins what was so good about them. They were ultra reliable because they 100% were mechanical.
@@zuestoots5176 If that's how you feel then none of this conversation is for you. See ya later.
Time for me to learn from the master. Thank you for making me smarter.
I could listen to you talk for days. So much knowledge... Thank you for sharing your experience with us. I love seeing how excited you get about new shinny parts😁! You are awesome!
With all this talk of "killing a Duramax," you sure are taking many steps to keep it alive! LOL
Joking aside, great vid.
I am sure he has a target HP number he needs to hit, and the mods are necessary to achieve that. How many coal rollers have even thought about the crank damper?
I think you have a good point. Goes to show you how good a stock Duramax is imo! There are fascinating refinements( *tuning* ) presented here tho. One way to *tune* an engine is to in fact record the noise and measure versus *expected noise* as I think is presented here. That's how the Japanese Brands do it anyways...and do that very well at stock I might add.
I think he said, in an early video in the series, that he was going to keep pushing it until they crack a block.
I could watch Gale Banks talk all day. It is wonderful to listen to someone who follows the scientific method and applies it to automotive performance.
Excellent explanation. After exhaustive research I chose a fluidampr for my engine combo over the far more commonly used aftermarket elastomer dampers, having this video would have reduced my research to about 29 minutes.
Id love to hear Gale's take on aftermarket elastomer and pendulum type dampers.
Always learn something knew! Love these videos! Love Banks products!
Yes, talk nerdy to me! I subbed for this- HP Academy does this too. We need more of it!
one of the best informative vids yet, stay healthy gale,that built in reluctor is nice
2👍's up Mr power thanks for taking the time for us all
Been looking to get a Fluidampr for my 12 valve Cummins for some time now and hopefully will be getting one this summer
Fluid dampner is not a good ida look at ati
I've left messages to all the popular Duramax RUclipsr's after you pointed out this Fix, none will take it seriously?! Thanks for making this Video!
Which ones?
@@cencoast_7.340
Probably the ones that already know it all and have a multi million dollar testing facility in their garage.
If it ain't broke don't fix it..... unless it's going to break.
Yep, that's why they invented shocks !!!
Springs alone makes 4 a crazy looking ride !! Ever c a car w really worn shocks ????
Make ya sea sick watching it 🤕😅🤗😁
Lol way back in the day a buddy had a 3 wheel golf kart on his property.
We used to disconnect the rear shock and off-road it.
And get bounced all over the place.
Good times 😅
Thank you for sharing what you know. I haven't seen anyone else explain these mechanical principles like you do. I love learning from you
Awesome video! What great information and great visuals. Thank you Gale!!!
Thanks Gale. That is at least 40 years of blown up engines learning you just passed along. An excellent course in crankshaft torsional harmonics . I hope you do a part two on the fully counter weighted crank you showed allowing the reduction of whipping (jump rope) of the heavy end counterweighted stock cranks Effect on the main bearings and main bore failures where some have ripped the main bores right out of the block.
Fluidampr, got one. Now if only someone would come out with a dif cover for the GM 6.5. My BANKS exhaust could use some company.
I wish there was a whole lot more aftermarket for the 6.5
Why, does a 6.5 have some strange and unique axle in it? Chances are there are covers available since your axle is used in hundreds of different applications...
@@cencoast_7.340 True, covers are available but the banks dif cover has a proven concept but, currently, not offered for this model differential. Until then, I will stick with OEM.
@@JREACHER1954 If you need a reason, watch the Banks videos on the subject
@@gavinb9627 A reason for what, exactly?
We need a banks power calculator that's where the magic happens
💪🏻💪🏻🇺🇸🇺🇸 Keep posting Gale!
The Godfather should not have to open tuff boxes !
Love watching the process of making a truly functional setup.
Love these videos, i always learn a lot.
I had a vague idea how a damper worked but this explains things so well.
You need to make a Banks/Fluid Damper for 6.7 Cummins !!!! Most people race Cummins not Duramax .
your videos are so informative! I've learned more about forced induction watching your videos than from everything I've ever read on the subject. I had no idea what the damper did for a crank. THANK YOU for taking the time to enlighten us! your knowledge of performance diesels is AMAZING! I look foreward to the next installments of the killing & building series!
I've got a fluidampr on my 6.2 diesel with hopes to preserve the crankshaft.
Same on my 6.5 with the leroy diesel one piece pulley
@@detroitdiesel-vu3ig Leroy has the best price for one.
Dear Mr. Banks; BRILLANT video, especially at minute 20:00 the best demonstratiosn i have seen of a VD; i would like to see the same for a ruber ring VD.
Gale, I've been doing a bunch of homework on crank harmonics and dampers lately, and as usual you've taken us all to school and learned us some things! I didn't realize how significant the difference in frequency spectrum (or as it'd be called in audio, Q) was elastomer vs viscous. I'm working on building a cheap turbo amc 4.0l I6 for my project car, for right now I'll run the stock damper. Hopefully for a street car it'll be okay seeing short hits and maybe a few drag passes. Seeing that elastomer separate, I realize I now have an indicator to look out for as to how well the factory damper is surviving!
Gday Mr banks I dearly hope you live another 200 years I really do. You won't so I hope you pass on everything you know along with all your research. I have a friend that is 67 I am 45 . He is teaching me as much as he can about line boring and machining as he is scared of the knowledge being lost.
You are a legend in many ways . Good luck sir from an Aussie. Can't lie be cool to me you one day. Love from Aj in Aus
Very informative video. Am I correct in deducing though that the wide band damping effectiveness of the viscous coupler does come at a collateral in the form of energy (or BHP)? The elastomer damper - like a spring - would return the damped energy back to the point of absorption on the crank at the same angular direction, whereas in the case of the viscous coupler, the damped energy is converted into heat and dumped into the atmosphere. Did you manage to calculate how much energy is needed to run the viscous coupler throughout the entire RPM range of the engine? It might well be a tiny fraction of the overall power output of the engine, and well worth the cost in order to safeguard the engine components from mechanical harm, but purely from an engineering perspective. Thanks, George - Cambridge UK
Your dangerous with a razor knife. "Cut towards you chum not towards you bum" Thought you would know this all the years you have opened boxes. Time stamp 8:49
caterpillars are good for breaking the cranks when they go bad
From a manufacturing perspective, I'd like to know how they seal the tuned mass and silicone fluid into those dampers! The cut-away didn't appear to show an O-ring seal or any fasteners, etc. Do they just squirt it in, laser weld the outside of the case, clean it up and call it good?
The back cover is laser welded then the silicone is pressure injected through two fill holes on the back cover. Once full the fill holes are then plugged and spot welded.
Who would have thought you could tune a harmonic balancer
"noise" is an interesting subject.
Harmonics and whatnot ....
One company who's really on harmonics is Yamaha , they have alotta crossover with the piano end of the business and engines more than we think....
intake and exhaust length tuning for example.
Well.. Mr. Gale, give me a call and I’ll come work for free. You’re knowledge is payment enough.
Gale Banks and Art Whipple coming together for a project is going to be legendary
Why is it that you never lose a step through all these years ? You kind of remind me of the famous Astronomer & Astrophysicist the late Carl Sagan in that you have this ability to convey the very difficult to the layman with perfect clarity. It is rarefied air to be sure. Have not visited your shop since moving to Arizona but , perhaps, one day again this will happen. I really appreciate your passion and dedication. Please do not change a thing as your videos are informative, educational and mind blowing. So Thanks Gale for sharing your fascinating world with the rest of us. When I buy another cetaner I will be back to load up on the good stuff. Until then say safe and be well. And please keep these videos cpming.
Great video. Love the education of actual applications! Not just theory and formulas like you get in dynamic systems classes in college.
I am wanting to unbox my own box, my new differential cover I’m waiting on.
I was told by an automotive engineer that MOST mechanical components are COMPROMISES! The most for the cheapest. A lot like the NASA space program. I have been using a Fluidamper for years on my Race car & I'll tell you it's an excellent product & well worth the money! Good job Mr. Banks & keep up the great videos!
Lesson learned, thank you Gale Banks !
Always a treat to watch your vids. Info not available any place else ON THE PLANET. Thank you.
Well it is , but you usually need to be there to hear it from the knowledgeable person😁
"It's coming out of the oil hole." I've always loved this guy!
The setup is what sells it. "I can already tell you where it is leaking from" X)
Great info Gale keep up the giving the average person hope in understanding
Classic..... such a smart man to dumb it down for us to understand.... thanks for sharing your knowledge...
I am a mechanic. That is a proper explanation. I bet somebody edited out 20 minutes to keep it concise.
I always thought of it , like a shock absorber like in suspension, the damper does the same thing, only torsional! I was wondering if anyone tries a double damper, maybe one on the rear? I guess the clutch or converter will Handel the smaller amount of torsional viberations. Great video Mr clause hum, I mean Mr Banks!
The rear doesn't need a torsional damper. The mass of the flywheel or torque converter keeps the crank quiet. It's the free end that needs a damper.
It's not like christmas at all! It's like being at Santa's workshop!
Wow. I feel like I'm back in school with processor Banks. Great teacher! Fluidampr will definitely be my next upgrade.
It’s Dampener not Damper. Sorry, it just gets on my nerve...
Actually it is damper not dampener... you are damping vibrations... not getting them wet. Dampening, or damping for that matter, are correct as a verb but damper is the correct pronunciation as a noun. wikidiff.com/damper/dampen
I was wondering if you were going to update the damper on your duramax, because you had stated you went past the stock engine RPM. But your stll using the stock crank. Nice explanation of the viscous damper....
Wasn't that the whole point of getting it, to put on the Duramax?
Wow, Gale knows SO much more than I’ll ever forget!! I learn so much here, keep up the incredible work!
All Gale is trying to do is turn the world.
This is bad ass:)
excellent tech! old dampers should be tossed before the engine grenades
Mr. Banks - You are an excellent teacher/engineer and these lessons will live on for posterity. Each and every video is appreciated by those of us who like you - just want to improve or make things work better (or how they should've been made in the first place). Thank you for taking the time to explain, test, and prove everything you do.
I am fairly new to this level of engineering but I will continue to learn from previous and future releases. Can'y wait to watch this entire series and whatever comes in the future! Loving every moment!
How an engine should be built in the first place.
Tired old mechanic not really because over engineering costs money. There's certain price points every design decision made effects. Would you spend the extra money to build an engine with parts capable of 2000hp let's say when your highest goal is to make 1000? No you wouldn't because that would be wasteful.
Wow, I recently put a Fluidampr on my Cummins 5.9 based on recommendations in TDR. And the diamond washer with ARP bolts. Looks like a good choice!
You know one of the first modifications I ever did to my car was an underdrive pulley. I almost bought the Billet aluminum one cuz it looked cool but then I read that you need a good damper... especially if you're going to rev it. So I got a good dampener. I now regret not getting that ATI racing one. I got one step down from that. It says it's good to 6500 RPM... I don't really spend much time above 6000.
The ATI dampener is a really good unit too.
School is in session
You really know what you’re doing I don’t I have a brand new Chevrolet HD 2500 pick up truck with the brand new Duramax diesel in it and I don’t even drive it because I’m afraid of the crankshaft busting. Could anybody tell me if I’m being stupid, it’s a stock truck I haven’t tuned it and I have 200 miles on it was 12 hours on the engine and it just sits in the garage and yes it’s paid off believe it or not 2024 to be exact year so could somebody please tell me if I’m just being too paranoid or I’m OK to drive it normally
👍 loads of great information! Ps don't forget the sale on diff covers
Just thinking my damper on my M111 engine could I not make a plate and use the silicone viscous gel between the plate and the pulley ? how much rotations do I want in the bolt cutouts dampener section? connecting it to the inside of the pulley? what are we looking at a millimeter or two or more for movement?
The yellow robotzes is part of the family eh?!
Good day. Thank you so much for the info. I want to ask a quick question. My crankshaft (big end journals) is machined to its last deck, should I be worried if it's going to last that long? Thank you in advanced
I don't understand why the decoupler / TVD should be causing cranshaft break - the flywheel / flexplate tumble would be concern much more... harmonic damper in the industry is only used to reduce belt slip etc. - I would recommend some kind of "free run" for the alternator or what ever you have...
Nothing wrong with a little minor surgery. Especially removing staples.
Best engine / Engineering demonstration I've ever seen. Excellent conveyance of what goes on in the engine. Want more Gale!!
So much great knowledge imparted in this video. Thank you ever so much.
What an education- I learn so many different things from Gale.
So many European engines don't have dampers... Are they built with larger load absorption capability or just courting breakage?
Yep don't forget that even things that are "Solid" can flex or vibrate.
Down on a molecular level it's surprising how much metal actually moves.
Even cast iron is kinda neat how it holds or retains oil.
The old "put a clean con rod in an inch of oil and come back day later and the top is wet" deal....it's alive 😁
Mr Banks, you should check out AvE on RUclips - he has some great ideas for opening recalcitrant packaging :)
Love this stuff, great explanation. I have a Fluidampr on my 65' deuce hardtop.
If this is a thing. Why isn’t chevy putting them on their engines. So glad I have a Tesla. Seems No trucks are immune from catastrophic issues.
Watched Steve Morris lean on a big block so hard the crank shaft bent to the point the flywheel was throwing sparks. Hard to imagine the stress going on inside an engine making 1k lbft or more
Great info Gale, I see the sad giraffe in the background on the engine that’s on the stand hahahahaha
Haha What is that? EGR or something?
JoManOut I don’t remember when, but Gale referred to the intake plenum as the sad giraffe. After he said that, every time I see it, I think of it and laugh, it actually does!
@@stellingbanjodude that's pretty funny haha
Hmm. We broke the crank in the old 6,2 in the same place. Stock engine. 218000km.
What do you do to Duramax engines that have the fatal flaws that have no crankshaft keyway OEM pins only
Bravo on your damper class !! I've understood all you said for many years, but have had a hard time explaining it to others ..great job!!
Liquid silicone absorbs vibration better than rubber....seems simple to explain.
In any of those cranks i don't like those radii, they are too small, prone to breakage through fatigue?
13:30 all journals exhibit a line next to the radius; don't like that, stress conc. points ?
Some planes have an rpm range you are not allowed to operate in for this reason, even helicopters have rpm ranges you have to pass through quickly or damage can occur. The fluidamper is more like a hydraulic shock absorber that absorbs the energy and doesn't have it's own resonance between the crankshaft and the outer ring like the bonded rubber ones do. Far better design . Pity it costs more.
You know you're getting old when you're defeated by 4 staples
Te diste cuenta que mueve para el lado que quiere y como quiere un cigüeñal. No quiso reventar la caja nomas.
When a company really believes in their products, you will see it in the packaging.
Don't let this guy talk to your investors or bankers. They wouldn't be impressed.
Duramaxes snap cranks because they fire the wrong way. You can break one in a stock truck that has shitty tunes.
Would you need a damper if your diesel never had one? Even if you were increasing engine power?
Yep, every engines crank has vibration. Vibration causes broken crankshafts.
@@cencoast_7.340 simple really!
Can you put one of these dampers on a factory motor with 100,000 miles thats tuned
I wonder if this is going to be available for the Titan XD with Cummins?
As I am an old truck driver, can you place a damper on the rear of the crank shaft.
Just amazing, thank you. 😍😍😍
Will the engine gain hp & torque since it’s killing all the vibrations so efficiently?
Gale is so smart but I just cannot get past the fact that he builds non emmisions engines for the US government then jumps up and down about how WE shouldn't delete trucks he's all good with it because he gets to play and have fun without emmisions and he really doesn't care about the consumer anymore since he has those big government contracts lining his pockets it's a real shame to see him sell out like that and not offer them an ultimatum "hey I'll do this for you BUT you've got to allow people to modify their vehicles for racing because there really aren't many other people the gov can go to to get what they need I mean don't get me wrong gale is very replaceable but he could severely inconvenience them and make them give us at least some of our rights back it's really sad
The army orders engines to their spec. They are not built with emissions equipment because the Army secured an exemption. We believe their exemption was granted because an emissions system failure on the battlefield could cost lives. When an emissions system fails on a U.S. highway, the driver pulls over and calls AAA.
Would we build exempt engines for consumers if we could? Yes, of course. Unfortunately, it is illegal. Does the EPA allow us to sell non-compliant parts for road-going vehicles? No. Do we face the same scrutiny as every other aftermarket parts manufacturer? Absolutely. We have spent millions in R&D to make sure our parts pass CARB emissions compliance tests.
The vast majority of our parts carry CARB EOs (executive orders) which state that they meet California's minimum emissions standards. Because these standards are tighter than federal standards, a CARB EO allows us to sell products in all 50 states. The EO process is incredibly expensive and we'd prefer not to spend months wrapped up in red tape for every product. And, every year the process becomes more difficult as CARB's standards get tighter.
You'll be delighted to know that we have vocally supported the RPM Act since its creation. We want the right to race upheld. Unfortunately, the act failed in congress. However, we will continue to vigorously support bills that protect racers and motorsports businesses and help to protect them from EPA tyranny.