BANKS is amazing how top notch their engineering is. GM consults them, The military contracts them, they work directly with Whipple, Comp, they are number one
Funny how the guy that helped develop the egr and "clean diesel" technology even rips off emissions then admits you can tune them to the point of not needing the equipment.
This why Mr Banks you are a God among mortals when it comes to diesel, my grandpa bill bought a 2001 Chevy Duramax dually and build it to the utmost Max using all banks parts and I never seen that truck give a half a smoke. Even after he melted it down Paul and his truck overloaded with the fifth wheel on on propane It still didn't even puff a little bit of smoke when we pulled it into the shop to yank the engine. I greatly app😢reciate the times engineering the dedication and your promise, I just can't get over your dedication to pollution controls and well you have integrity that nobody else in the diesel aftermarket has. Just I haven't seen anybody else's diesel compare, Grandma had to get rid of the pickup not too long ago after grandpa passed. It still runs, has more than a quarter million on it, and I expected to run for probably another quarter million at the minimum.
I just love listening to Gale explain his thought processes behind everything that goes into engine development. No matter how small a part may play in the role of its use the odds are great that Gale has already either considered it, tested it, and perhaps found a better way of doing it. If the latter hasn't already happened it's probably because that part would just be a waste of time and money (as in the head bolts for example) and that's not what he's about. IMO, Gale's series on differential covers is a perfect example of this. In the vein of a Smokey Yunick (look him up if you don't know) he's a legend in my book!
True story. I came out of the service in 1971 looking to make some fast money. Bendix Field Engineering was hiring for a NASA contract in Quito, Ecuador. I was trained to operate the ground electronics for tracking sattelites and posted to the station at the base of Mt. Cotopaxi, a volcano 35 miles from Quito. One day, on a south American tour that included Argentina and Brazil Smokey Yunick showed up in cowboy hat and coveralls being escorted on a tour of the tracking station. He said howdy to the tracking crews and shook hands all around.
Yeah, something anyone with an ounce of sense could have opened up a book on engine repair would have concluded. You know what reading is right? I mean like books.
I can't imagine how much of an honor it must be to work side by side with Gale banks. I can't get enough of this. Wish this video was twice as long!! Great work boys!
The passion that pours out of this man is palpable through video. I think it is at the core of why BANKS is so successful- He f**king loves what he does and it makes it all the way to the customer.
I wish it would work that way but it would have to be legally approved by the EPA because they have the requirement for emissions control units on Diesel engines
Imagine that they would never go for that probably would cost a lot less money and be a lot more reliable and u know they you to be in and out of the dealership regularly spending money on that garbage
@@jerrywooton4308 The auto manufacturers aren’t the ones pushing for emissions control, it’s the oil companies. By choking down an engine and making them “cleaner”, the engines will burn more fuel. If you completely delete a semi or any other heavy equipment, you can gain about 1.5 mpg on average. Now multiple that by how many trucks are on the road and you can see why it’d be very advantageous for oil companies to push “clean” diesel, while their massive cargo ships transporting the oil are able to run with zero emissions control. Gale knows all this but chooses to tell half truths to his viewers about his “clean” setups lol, they’re aren’t clean at all. They’ll actually produce way more nox gas because of the higher combustion temps, nothing to do with the black smoke. When the nitrogen and oxygen in our atmosphere is heated above a certain temp, it will create nox, which they say causes all sorts of things like babies dying and the ice caps melting. That’s no exaggeration either, look into the VW suit. “If you have selfish, ignorant citizens, you're gonna get selfish, ignorant leaders.” -George Carlin.
@@jerrywooton4308 I’m in the engineering field and I’ll just give you a little insight on why they would never do that it is possible for every vehicle to never have anything break and no maintenance except fluids, bulbs, and brakes. If we did that we would cause mechanics to lose their jobs because essentially they would lose almost all work
I don’t understand most of what Gale says but yet I listen and enjoy everything that Gale says and enjoy the discussions. Who knows I might actually be learning something. Love the videos keep up the great work you guys do
I finally met the sad giraffe today. Doing a turbo on a 2021 L5D, and was pleased to refer to the plenum as the sad giraffe. Other guys in the shop thought it was funny, and so did the parts guy at the dealership. Hopefully it catches on! That is if it hasn't already.
I am sure you guys looked at ARP bolts with the pro's and con's of that product before re-using factory bolts and the reason behind that decision. And yes from the cost of factory production stand point that figures into that as well. You have squeezed a lot out of the factory engine in a short amount of time which is truly amazing in itself. Gale Banks for president I dare say.
Mad respect Gale. I appreciate that fact that you took the time to explain in detail why you prefer to stick with head bolts rather than studs. That makes absolute sense & not something I would have ever thought about. …Making me 2nd guess the bolts we swapped for studs in my buddy’s LB7 several years ago. I dunno whatever happened with that truck.
What hurts the aftermarket diesel industry in the eyes of the public is the whole "rolling coal" ordeal. I love making power & doing it without emissions equipment when possible (usually older vehicles) BUT I still believe we need to be responsible enough to tune it to be as clean as absolutely possible.
Glad to know I own an indestructible Duramax L5P. Can't wait to delete after the warranty and take all that ** off. I get 19mpg but probably will get even more. You guys are awesome at Banks. 😎😎
Keep it coming! I’ve put to work so much from the duramax series into my own fiat. Hopefully fluidampr can find the time to develop a damper, because I need to rev to the moon for autocross.
@@brianrichards782 The engine won't be that expensive. We have specs and pricing dropping in Q2 of next year, click here to learn more: official.bankspower.com/engines/
@@brianrichards782 LMFAO you have no idea what you are talking about. A stock duramax crate long block is about 9 grand, and i'm more than certain that these modified, fully dressed motors will MSRP for between 20 and 30 grand
I'm missing the Killing a Duramax and diesel monster truck builds. Plenty of people fabricating their own vehicles (and not to say you aren't adding your special engineering touch, which often lacks from the others), but nowhere else can we get expert understanding, explained in detail on how engines and specifically diesel engines work. It's fantastic. Not a fan of dropped vehicles so I kindof dropped the build series, but this video reminds me how much I can learn from you so I might have to go back through and find the interesting technical tidbits. I think I left off on the racing 8 lug hubs / spindles. That said, I've been sitting here frustrated with TTY fasteners as I do the clutch on my '03 Jetta TDI. To be fair, I think the only TTY bolts I'm dealing with on this job are on the motor mount and flywheel. I can understand that they have a lower spring rate (or if your steady state clamping force is lower) then it helps balance the load across maybe more than one bolt, spreading it out instead of concentrating the stress. Sure, they do the job. Auto manufacturers say they're cheaper for the same clamping force as well (less bolts required), and if you're building an engine the cost is the least of your concerns WRT these bolts. I just hate throwing money into new bolts every time, especially if I screw something up and have to redo. Not saying I do that often but the prospect annoys me. 😆 Plus one of the TTY bolts I pulled out on the bottom motor mount was heavily corroded due to the aluminum steel interface (and I'm sure some contributions from road salt, I ended up having to grind the aluminum motor mount out around the bolt just to get it out). I want to use marine grade anti seize so I'm considering torquing the fastener down dry but not yielding it, counting the turns, and marking the torque angle with a paint pen, anti seize it up, count the turns back in, line it up, and yield that SOB.
Studs vs Bolts: He is correct in general, but many blocks have shown plenty of strength on the threading in the block (an infamous GM weak-point), but not the bolts. A B-series Honda engine is a common example. Hence why some otherwise knowledgeable guys are a bit too eager to stud a block. Always best to know your platform, and sticking with bolts til you start lifting heads is a cheap strategy (if you don't take the head off often).
To simplify things, all a bolt is, when it comes down to it, is a very strong spring pulling down on the head. I thas to be strong enough to hold against the cylindr pressures, but also have enough elasticity to alow for the thermal expansion of the head and other components. With alloy heads, especially, there have been failures of the fasteners and/or block threads/material because the fasteners tensile strength was too high to allow them to stretch and so they pulled the treads or simply snapped. Sometimes it's more simple, with the head/nut's washers embedding into the head, reducing the clamping load and leading to head gasket failure - this can usually be countered by using larger diameter hardened washers beween the head and nut.
I’m wondering why you didn’t use a big blower and lower overdrive off the pulley. Are you concerned about belt slip on the small upper pulley, there’s a lot of surface area on the lower pulley, but not a lot on the top
That is a concern that I agree with. The advantage that they have is that they are only turning up to 4500 RPM. I was running a supercharger at Bonneville and we had a problem with belt slip and belt deformation at anything over 6000 RPM. We were running a 12 rib belt and two idler/tensioner pulleys and still couldn't control the belt deformation. The tension was so tight that it sounded like a banjo string but it still found room to warp out of shape.
36000lb towing as I'm sure you know but just had to compare. Is about a half loaded, by legal weight, semi box trailer. That's crazy capacity for a pickup style truck, even a 5500/6500.
Since that's a engine designed for production truck, doesn't it make you concerned about the EPA? Where are you guys on the RPM Act? Your influence would be greatly valuable to save our race cars.
@@AdmissionGaming No it won’t, the EPA is concerned mostly with nox gas which is caused by higher combustion temps causing the nitrogen and oxygen in our atmosphere to combine forming a colorless gas called nox. Just because a diesel isn’t blowing black smoke doesn’t make it “clean”. VW was sued for over $20 billion for tunes inside of their vehicles that would alter engine performance during emissions tests to lower nox gas. Gale has done great things in his lifetime for the automotive performance world but he stands idle while our government slowly kills the industry. Truly a disgrace.
I am wondering about this. Even with the lockjaw project its a 1966 chassis that is after the passing of the clean air act. It will be a Vin chassis with an engine that has a oem emissions protocol. Its probably illegal without all the oe emissions equipment.
I absolutely love the approach to tuning that beast! Yes, with all that forced induction, you definitely could run a super clean and powerful engine because of thermodynamics and make it more efficient. Not like alcohol in gasoline, or ethanol rather which requires more fuel to do almost the same amount of work while making carbon deposits which robs an engine of thermal efficiency...
Banks takes one look at a factory Duramax. Then says..."Junk, this is junk too, this can also go...junk. Okay now that all that unreliable 1000pounds of emission parts mess is out of the way we can finally build a real Duramax engine". 😆 😂...Lol
I always enjoy your lectures.The young guy should listen to your teachings. In the old days they said to pump more fuel into it for more power. Smoke was king! Makes no sense wasting fuel . in the old days a supercharged 2 stroke aircooled diesel powered passenger buses leaving long trails of Oil and Fuel Smoke. Cough cough. Eyes watering. Passengers dieing from the Hydrocarbons and Carbon Monoxide. I would Vomit from the fumes.Full sulfur diesel fuel. Mr Banks could I use your company name to get into the show? Tell them the CAT wants to inspect.
In regard to the emissions, I know in New York State, doesn’t matter the year of the vehicle, the year of the engine matters. The engine needs to meet emissions for the engine year if it is to be used on the road. At least that’s how I understand it. A 2022 engine in a 1950 needs 2022’s emissions. In reality, we should be tuning all cars to pollute less at all times because when it’s running correctly, there is minimal pollution anyway
Banks is really bringing a new configuration and new products to SEMA. This is not a cosmetic build. Obviously Lockjaw's appearance is not what the build is about.
“In all our Duramax programs” He is the illustrating the possibility of thread failure due to the rigidity of head studs. I listen to people with more experience than me and draw my own conclusions.
Gale, I’ve been watching your site for enough years and have learned so much about engineering, that I’m wondering if the Banks school of engineering will be conferring engineering degrees to your students. I need to know soon because I’m 72 years old and will need to begin my new professional career soon. Need to get enough years in to qualify for retirement.
I find it interesting that "Banks". Can remove all the emissions and DEF, and "properly retune" ..... and say "they do it right ". Openly admit it and face no issues. Yet everyone else who is doing the same thing. Is targeted, fined, shut down... etc. ? Don't get me wrong. I like what he's doing. I find it interesting about the head bolts. Seems one of the number one "modifications "... is to stud the block. However it's just interesting to hear him say that "he [Banks] does it right, so it's ok..." Alot of shops out there should be a little upset...
We are not "re-tuning" an emissions-regulated vehicle. There are no laws being violated. Banks engines are no different than an LS crate engines purchased through Chevy Performance.
@@bankspower oh, that's the workaround. You can't modify an engine once its "part of" a car. Buying a new truck off the lot as a complete item locks in the EPA stuff. Buying the engine separate from the rest of the truck makes it technically legal to not have EPA stuff. Pre-emissions truck chassis (or purpose built) and one of these engines is legal.
@@bankspower ?... true you can add cams and valve train changes...intakes... all those things. Be it a LS or a Duramax... yes you can purchase a "performance crate motor " through GM. But does that allow removal of the emissions ? In the case of Lockjaw... ok it's a 60's era vehicle. But any newer vehicles are going to require keeping the emissions. Be it an LS or a Duramax. I think it's great to pull all that garbage off. The fact is it can be tuned to be better and cleaner running without all the emissions garbage. However people are getting shutdown and heavily fined. What is the Banks secret.
@@ronthompson2366 They going after people deleting/modifying emissions on vehicles that came from the factory with those items in place. This is a 60's era truck. Completely different. You can drop an LS into a '57 Bel Air and not have a lick of emissions on it. You drop a new LS in to a 2007 vehicle, you better have like for like emissions on it.
can you please explain how modern Formula 1 engines are using such high compression ration, they are basically compression ignition engines? i heard a rumor they are using near 20 psi of compression and eliminate the need for spark plug use. is this true? what are the benefits and how would they control the burn? specially shaped combustion chambers and pistons?
Watching this entire series for the first time over the past few days. Question, have you considered using the factory HVAC system to flow Freon through the intake/charge air cooler to super cool the charge? Awesome work Gale. You rock.
TTY is a sequence not a bolt. If you test TTY bots to failure and then 80%-85% yield you can retorque them all you want. all you need to do is find that 80-85% range of the bolt. I have done this test with LS bolts and retorqued them 20+ times with a nut runner (TQ + angle monitoring Acradyne) and the fastener is just like any other. TTY is a SEQUENCE.
@@danieledwards1081 no that is about the standard for most fasteners. For example a LS M11x2.0 10.9 80-85 % yield is about 75Ft/lbs from what I have tested. I then run them down in the fixture 10-20 times each with no change in the torque angle curve.
I just thought of another reason NOT to "roll coal" all of the time. When you put that much soot out of the pipe, you are also clogging up your entire exhaust system, starting with the valve & guide itself.
It's a completely different system that is required for Propane, so no it will not work on this application. Plus, propane can be unpredictable and cause pre-ignition. Gale has never been a big fan of running propane additives with diesel. In multiple tests that we've run, we found it's a sure-fire way to melt internals at full tilt. Especially for high horsepower/load applications.
I feel like gale would be the guy to make the breakthrough to a no emissions engine that burns as clean as an emissions one wouldn’t that be something!
I don't know but if I'm going that deep in the engine, with a blower, I would want to hot torgue the head bolts and keep the head gasket. But what do I know...
I’m a newb so bare with me, if you are changing to a head stud, it would be the same diameter at the thread. Would it not be torqued to the same value as set by the engine manufacturer? Or is it higher as set by the stud manufacturer?
The way torque is applied by a stud is different because it's threaded on both ends, the materials used in the manufacture of studs is typically different also, a higher strength material means you can use the same diameter but increase the clamp load via a higher torque value, the downside is that you're still relying on the same threads in the block as the standard bolt so potentially overstressing the block material resulting in failure (pulled threads)
In simple terms, the higher the thread count per inch(TPI), the higher the clamping or compression force, for the same torque spec. Studs have a higher TPI on the top side, for this purpose. That same higher TPI, is not achievable in the block, due to lower material strength.
Gale, you are addressing MANY different Duramax builders. Only a fraction of them are using brand new engines like you. I only build and modify LB7's for example. I am putting 600-800hp to motors that have 200K miles and have already had injector problems or jumped time from not having keyed cranks or cams, or blown head gaskets. We use a fluid damper to smooth out the lower end with and ARP bolt, these motors are 20 years old now and we put them in daily drivers. Using head studs is a must, I would love to be on the other end building new engines for vehicles that will spend more time behind a rope than on the road or a single grueling baja 1000 and it's life is over. There is no doubt you build monsters but how old are any of them ?? Any have 100, 200, 300K miles? Even on the military Hummers and the new battle vehicles with a duramax engines in them, how many miles, how many engine hours ? The hummers we see auctioned here in Texas have less than 20K miles and are Detroit engines that can't even be driven more than a couple of hundred miles before over heating. There are a lot of ways to get these motors/trucks down the road and there is no way anyone can doubt your accomplishments in this industry or on this engine platform but you could do it a lot classier and stop shitting on others who try and do it too. Whether it is builders like Hoonigan or manufactures like ARP.
I doubt it, as at the end of the day it's still a truck engine. Can you build it to rev that high, with heavily upgraded lifters, valvesprings, and a completely new cam profile? Probably, but doing so neuters the low-end torque that the engine was designed to build, and at that point it's cheaper and more efficient to go with a similarly sized gasoline engine.
How much to buy a high horsepower off-road use LP5 with an Allison transmission that can handle it? I think it would fit perfectly in my 1970 C-10 Chevy short bed
CenCoast_7.3 You are correct I did ask and Banks doesn't do this for charity. This is Banks not AutoZone. I would never expect a built engine and transmission from Banks to be cheap, that's why I want it and very interested in the price. Is there something wrong with asking for a price?
![[DRAGON BALL LEGENDS REVEALS ＆ STUFF] LEGENDS FESTIVAL 2024 Special Edition Part 1](http://i.ytimg.com/vi/mV5bGIswTtQ/mqdefault.jpg)
BANKS is amazing how top notch their engineering is. GM consults them, The military contracts them, they work directly with Whipple, Comp, they are number one
Apparently GM isn’t listening to Banks…
@@prevost8686 its dollars. and profit margins, engineers listen though. ceos dont
Funny how the guy that helped develop the egr and "clean diesel" technology even rips off emissions then admits you can tune them to the point of not needing the equipment.
This why Mr Banks you are a God among mortals when it comes to diesel, my grandpa bill bought a 2001 Chevy Duramax dually and build it to the utmost Max using all banks parts and I never seen that truck give a half a smoke. Even after he melted it down Paul and his truck overloaded with the fifth wheel on on propane It still didn't even puff a little bit of smoke when we pulled it into the shop to yank the engine. I greatly app😢reciate the times engineering the dedication and your promise, I just can't get over your dedication to pollution controls and well you have integrity that nobody else in the diesel aftermarket has. Just I haven't seen anybody else's diesel compare, Grandma had to get rid of the pickup not too long ago after grandpa passed. It still runs, has more than a quarter million on it, and I expected to run for probably another quarter million at the minimum.
I just love listening to Gale explain his thought processes behind everything that goes into engine development. No matter how small a part may play in the role of its use the odds are great that Gale has already either considered it, tested it, and perhaps found a better way of doing it. If the latter hasn't already happened it's probably because that part would just be a waste of time and money (as in the head bolts for example) and that's not what he's about. IMO, Gale's series on differential covers is a perfect example of this. In the vein of a Smokey Yunick (look him up if you don't know) he's a legend in my book!
True story. I came out of the service in 1971 looking to make some fast money. Bendix Field Engineering was hiring for a NASA contract in Quito, Ecuador. I was trained to operate the ground electronics for tracking sattelites and posted to the station at the base of Mt. Cotopaxi, a volcano 35 miles from Quito.
One day, on a south American tour that included Argentina and Brazil Smokey Yunick showed up in cowboy hat and coveralls being escorted on a tour of the tracking station. He said howdy to the tracking crews and shook hands all around.
Gale is a genius. Loved the discussion about the headbolts.
I could listen to Gale all day! Great stuff!
I never wanted anybody to live forever until I met Gale Banks. Such a wealth of no bullshit knowledge.
Thank you! Much appriecated. We hope so as well!
Mr banks you nailed it on factory head bolts compared to studs.
I'm glad he explained that
Yeah, something anyone with an ounce of sense could have opened up a book on engine repair would have concluded.
You know what reading is right? I mean like books.
I put ARP studs on my LB7, did it secure the heads, yes, did it find another failure yes.
Brilliant Man. I wish we all could Sample just a Blink of His Information in Gales Brain.
When Mr. Banks says "that's just my experience" ya better listen. Great explanation. Thanks
Yay more to come for the Duramax series , best words I have heard in a bit.
I'm looking forward to that one. I want to see that block split.
I can't imagine how much of an honor it must be to work side by side with Gale banks. I can't get enough of this. Wish this video was twice as long!! Great work boys!
The passion that pours out of this man is palpable through video.
I think it is at the core of why BANKS is so successful- He f**king loves what he does and it makes it all the way to the customer.
Just give GM that clean tune and minimal emissions and get the party started with that freed up power..
I wish it would work that way but it would have to be legally approved by the EPA because they have the requirement for emissions control units on Diesel engines
Imagine that they would never go for that probably would cost a lot less money and be a lot more reliable and u know they you to be in and out of the dealership regularly spending money on that garbage
@@jerrywooton4308 The auto manufacturers aren’t the ones pushing for emissions control, it’s the oil companies. By choking down an engine and making them “cleaner”, the engines will burn more fuel. If you completely delete a semi or any other heavy equipment, you can gain about 1.5 mpg on average. Now multiple that by how many trucks are on the road and you can see why it’d be very advantageous for oil companies to push “clean” diesel, while their massive cargo ships transporting the oil are able to run with zero emissions control. Gale knows all this but chooses to tell half truths to his viewers about his “clean” setups lol, they’re aren’t clean at all. They’ll actually produce way more nox gas because of the higher combustion temps, nothing to do with the black smoke. When the nitrogen and oxygen in our atmosphere is heated above a certain temp, it will create nox, which they say causes all sorts of things like babies dying and the ice caps melting. That’s no exaggeration either, look into the VW suit. “If you have selfish, ignorant citizens, you're gonna get selfish, ignorant leaders.” -George Carlin.
@@slycarlo8747 California/EPA tax, more money theft. You sound like a h8r.
@@jerrywooton4308 I’m in the engineering field and I’ll just give you a little insight on why they would never do that it is possible for every vehicle to never have anything break and no maintenance except fluids, bulbs, and brakes. If we did that we would cause mechanics to lose their jobs because essentially they would lose almost all work
Thank you banks for all the L5p content!
79 years old and sharp a razor, bringing us better than TV content for free. God bless you Mr Banks, I wish only the very best for you!
I hope GM listens to Gale and works with him 100% for these new assembly line L5Ps
Hate to say it but I’m glad you guys are in a time crunch cuz now we get tons of uploads😂
🤣
I was thinking the same.
I don’t understand most of what Gale says but yet I listen and enjoy everything that Gale says and enjoy the discussions. Who knows I might actually be learning something. Love the videos keep up the great work you guys do
I finally met the sad giraffe today. Doing a turbo on a 2021 L5D, and was pleased to refer to the plenum as the sad giraffe. Other guys in the shop thought it was funny, and so did the parts guy at the dealership. Hopefully it catches on! That is if it hasn't already.
I am sure you guys looked at ARP bolts with the pro's and con's of that product before re-using factory bolts and the reason behind that decision.
And yes from the cost of factory production stand point that figures into that as well. You have squeezed a lot out of the factory engine in a short amount of time which is truly amazing in itself. Gale Banks for president I dare say.
The Duramax Future looks good with Mr Banks involved👍
Mad respect Gale. I appreciate that fact that you took the time to explain in detail why you prefer to stick with head bolts rather than studs. That makes absolute sense & not something I would have ever thought about. …Making me 2nd guess the bolts we swapped for studs in my buddy’s LB7 several years ago. I dunno whatever happened with that truck.
What hurts the aftermarket diesel industry in the eyes of the public is the whole "rolling coal" ordeal. I love making power & doing it without emissions equipment when possible (usually older vehicles) BUT I still believe we need to be responsible enough to tune it to be as clean as absolutely possible.
Bingo!
If It's Smokin', It's Broken! That's so cool how you're setting this engine up. I want one! Haha!
Words to live by. Smoke is wasting fuel.
@@bankspower And Power, since extra fuel makes a less desirable AFR!
@@bankspowerhuh. Then why do all the top tractor pull guys use a smoke tune???🧐
I am just DYING to see this motor up and running in the truck!
Glad to know I own an indestructible Duramax L5P. Can't wait to delete after the warranty and take all that ** off. I get 19mpg but probably will get even more. You guys are awesome at Banks. 😎😎
I have a paccar mx13 straight out from the turbo and it doesnt smoke, even under full load. As Gale likes to say if its smoking youre wasting fuel!
Keep it coming! I’ve put to work so much from the duramax series into my own fiat. Hopefully fluidampr can find the time to develop a damper, because I need to rev to the moon for autocross.
In an alternate universe, I’m absolutely laughing my butt off to the fact that that all of our emission woes are cured by high-powered diesels.
Gale YOU'RE THE MAN
Please make these parts for the Older generation Duramax. This is ground breaking stuff
Motor swap?? 😜
It would be so cool if you could order a banks built engine as a factory option from Chevy. I think they would sell thousands of them.
the engine in this video would have cost an easy 300k
@@brianrichards782 what are you smoking? Clearly you know nothing. Go back to riding your bike.
@@bmstylee they development motor includes the cost of r & d
@@brianrichards782 The engine won't be that expensive. We have specs and pricing dropping in Q2 of next year, click here to learn more: official.bankspower.com/engines/
@@brianrichards782 LMFAO you have no idea what you are talking about. A stock duramax crate long block is about 9 grand, and i'm more than certain that these modified, fully dressed motors will MSRP for between 20 and 30 grand
Another great video guys
I'm missing the Killing a Duramax and diesel monster truck builds. Plenty of people fabricating their own vehicles (and not to say you aren't adding your special engineering touch, which often lacks from the others), but nowhere else can we get expert understanding, explained in detail on how engines and specifically diesel engines work. It's fantastic. Not a fan of dropped vehicles so I kindof dropped the build series, but this video reminds me how much I can learn from you so I might have to go back through and find the interesting technical tidbits. I think I left off on the racing 8 lug hubs / spindles.
That said, I've been sitting here frustrated with TTY fasteners as I do the clutch on my '03 Jetta TDI. To be fair, I think the only TTY bolts I'm dealing with on this job are on the motor mount and flywheel. I can understand that they have a lower spring rate (or if your steady state clamping force is lower) then it helps balance the load across maybe more than one bolt, spreading it out instead of concentrating the stress.
Sure, they do the job. Auto manufacturers say they're cheaper for the same clamping force as well (less bolts required), and if you're building an engine the cost is the least of your concerns WRT these bolts. I just hate throwing money into new bolts every time, especially if I screw something up and have to redo. Not saying I do that often but the prospect annoys me. 😆
Plus one of the TTY bolts I pulled out on the bottom motor mount was heavily corroded due to the aluminum steel interface (and I'm sure some contributions from road salt, I ended up having to grind the aluminum motor mount out around the bolt just to get it out). I want to use marine grade anti seize so I'm considering torquing the fastener down dry but not yielding it, counting the turns, and marking the torque angle with a paint pen, anti seize it up, count the turns back in, line it up, and yield that SOB.
Studs vs Bolts: He is correct in general, but many blocks have shown plenty of strength on the threading in the block (an infamous GM weak-point), but not the bolts. A B-series Honda engine is a common example. Hence why some otherwise knowledgeable guys are a bit too eager to stud a block. Always best to know your platform, and sticking with bolts til you start lifting heads is a cheap strategy (if you don't take the head off often).
To simplify things, all a bolt is, when it comes down to it, is a very strong spring pulling down on the head.
I thas to be strong enough to hold against the cylindr pressures, but also have enough elasticity to alow for the thermal expansion of the head and other components.
With alloy heads, especially, there have been failures of the fasteners and/or block threads/material because the fasteners tensile strength was too high to allow them to stretch and so they pulled the treads or simply snapped.
Sometimes it's more simple, with the head/nut's washers embedding into the head, reducing the clamping load and leading to head gasket failure - this can usually be countered by using larger diameter hardened washers beween the head and nut.
Was actually pretty simple the way he first explained it. It’s a metal rod that stretches and contracts.
The true test of a company is how they pull together to make a deadline... I cant wait for SEMA Gale....
#semacrunch2021 #thepressureison
When is your programmer coming out for the LM2 Duramax. Sure would love it for my 2021 GMC Elevation?
Yep. I'm really wanting it to come out as well!
I’m wondering why you didn’t use a big blower and lower overdrive off the pulley. Are you concerned about belt slip on the small upper pulley, there’s a lot of surface area on the lower pulley, but not a lot on the top
That is a concern that I agree with. The advantage that they have is that they are only turning up to 4500 RPM. I was running a supercharger at Bonneville and we had a problem with belt slip and belt deformation at anything over 6000 RPM. We were running a 12 rib belt and two idler/tensioner pulleys and still couldn't control the belt deformation. The tension was so tight that it sounded like a banjo string but it still found room to warp out of shape.
Gale,you amaze me with what you are doing!!!!!!
Yea, I recognized those material containers in the last video. Seen a lot like them.
36000lb towing as I'm sure you know but just had to compare. Is about a half loaded, by legal weight, semi box trailer. That's crazy capacity for a pickup style truck, even a 5500/6500.
Since that's a engine designed for production truck, doesn't it make you concerned about the EPA? Where are you guys on the RPM Act? Your influence would be greatly valuable to save our race cars.
Because it's still going to be cleaner than with GM emissions control.
@@AdmissionGaming No it won’t, the EPA is concerned mostly with nox gas which is caused by higher combustion temps causing the nitrogen and oxygen in our atmosphere to combine forming a colorless gas called nox. Just because a diesel isn’t blowing black smoke doesn’t make it “clean”. VW was sued for over $20 billion for tunes inside of their vehicles that would alter engine performance during emissions tests to lower nox gas. Gale has done great things in his lifetime for the automotive performance world but he stands idle while our government slowly kills the industry. Truly a disgrace.
@@slycarlo8747 it's called nitrogen oxide not nox
@@michaellee5399 NOx is the generic term for nitrogen oxides.
I am wondering about this. Even with the lockjaw project its a 1966 chassis that is after the passing of the clean air act. It will be a Vin chassis with an engine that has a oem emissions protocol. Its probably illegal without all the oe emissions equipment.
I absolutely love the approach to tuning that beast! Yes, with all that forced induction, you definitely could run a super clean and powerful engine because of thermodynamics and make it more efficient. Not like alcohol in gasoline, or ethanol rather which requires more fuel to do almost the same amount of work while making carbon deposits which robs an engine of thermal efficiency...
Eh alcohol doesn't cause carbon deposits guy.
My drift car has been running methanol since the new engine build, no carbon anywhere.
Banks takes one look at a factory Duramax. Then says..."Junk, this is junk too, this can also go...junk. Okay now that all that unreliable 1000pounds of emission parts mess is out of the way we can finally build a real Duramax engine". 😆 😂...Lol
🤣
So why don’t the oem’s do this instead of adding the emission crap which cost the consumers extra money?
I always enjoy your lectures.The young guy should listen to your teachings. In the old days they said to pump more fuel into it for more power. Smoke was king! Makes no sense wasting fuel . in the old days a supercharged 2 stroke aircooled diesel powered passenger buses leaving long trails of Oil and Fuel Smoke. Cough cough. Eyes watering. Passengers dieing from the Hydrocarbons and Carbon Monoxide. I would Vomit from the fumes.Full sulfur diesel fuel.
Mr Banks could I use your company name to get into the show? Tell them the CAT wants to inspect.
You hit the nail on the head, smoke is a waste of fuel.
Oh man so cool can’t wait.
Same, were dying of anticipation.
love Grandpa Banks!
In regard to the emissions, I know in New York State, doesn’t matter the year of the vehicle, the year of the engine matters. The engine needs to meet emissions for the engine year if it is to be used on the road. At least that’s how I understand it. A 2022 engine in a 1950 needs 2022’s emissions.
In reality, we should be tuning all cars to pollute less at all times because when it’s running correctly, there is minimal pollution anyway
Love this series. And the others. What would be the price of this engine set up? 30k?
We'll have pricing and options packages available in Q2 of next year. To learn more, click here: official.bankspower.com/engines/
Banks is really bringing a new configuration and new products to SEMA. This is not a cosmetic build. Obviously Lockjaw's appearance is not what the build is about.
Yes
“In all our Duramax programs”
He is the illustrating the possibility of thread failure due to the rigidity of head studs.
I listen to people with more experience than me and draw my own conclusions.
Awesome 🔥🔥🔥🔥
16:11 I bet he was really good at the Operation game.
I see those twin intakes and I want to see a compounding unit feed with T-Turbos
Any Idea when the ram air intake for the L5P will be out? Cost?
Its gonna be awesome!
What`s behind studs being less forgiving than bolts? I really didn`t know that lol ).
Gale, I’ve been watching your site for enough years and have learned so much about engineering, that I’m wondering if the Banks school of engineering will be conferring engineering degrees to your students. I need to know soon because I’m 72 years old and will need to begin my new professional career soon. Need to get enough years in to qualify for retirement.
I’ll take an emissions friendly tune so I can take the egr, dpf, and cat off my truck!
Regarding the front pulley and balancing, are those 6 cap screws that hold on the blower pulley all the same weight in grams ? LOL
I find it interesting that "Banks". Can remove all the emissions and DEF, and "properly retune" ..... and say "they do it right ". Openly admit it and face no issues. Yet everyone else who is doing the same thing. Is targeted, fined, shut down... etc. ? Don't get me wrong. I like what he's doing. I find it interesting about the head bolts. Seems one of the number one "modifications "... is to stud the block. However it's just interesting to hear him say that "he [Banks] does it right, so it's ok..." Alot of shops out there should be a little upset...
We are not "re-tuning" an emissions-regulated vehicle. There are no laws being violated. Banks engines are no different than an LS crate engines purchased through Chevy Performance.
@@bankspower Cmon, you guys still do plenty that would put many shops in violation.
@@bankspower oh, that's the workaround. You can't modify an engine once its "part of" a car. Buying a new truck off the lot as a complete item locks in the EPA stuff. Buying the engine separate from the rest of the truck makes it technically legal to not have EPA stuff. Pre-emissions truck chassis (or purpose built) and one of these engines is legal.
@@bankspower ?... true you can add cams and valve train changes...intakes... all those things. Be it a LS or a Duramax... yes you can purchase a "performance crate motor " through GM. But does that allow removal of the emissions ? In the case of Lockjaw... ok it's a 60's era vehicle. But any newer vehicles are going to require keeping the emissions. Be it an LS or a Duramax. I think it's great to pull all that garbage off. The fact is it can be tuned to be better and cleaner running without all the emissions garbage. However people are getting shutdown and heavily fined. What is the Banks secret.
@@ronthompson2366 They going after people deleting/modifying emissions on vehicles that came from the factory with those items in place. This is a 60's era truck. Completely different. You can drop an LS into a '57 Bel Air and not have a lick of emissions on it. You drop a new LS in to a 2007 vehicle, you better have like for like emissions on it.
can you please explain how modern Formula 1 engines are using such high compression ration, they are basically compression ignition engines? i heard a rumor they are using near 20 psi of compression and eliminate the need for spark plug use. is this true? what are the benefits and how would they control the burn? specially shaped combustion chambers and pistons?
Random question. Can nitrous oxide be used in the exhaust to condense the air before the turbo
I've said it for a long time .. THE SECRET IS IN THE TUNE...
I want to see what you can get out of the 3.0L I6, greatly prefer an I6
Peculiar bunch with the best toys
Watching this entire series for the first time over the past few days. Question, have you considered using the factory HVAC system to flow Freon through the intake/charge air cooler to super cool the charge? Awesome work Gale. You rock.
Curious..... if you were to ship this engine, complete, tuned, running, just drop in and go, what would the pricetag be as it sits?
What about Mike Wood out Wichita Falls. NOS nitrous oxide system
Man were can I buy some of this stuff these cams this man is smart gale come out with a duramax that dose away with the dpf for performance
Emissions just makes particles smaller and harder to get out of lungs
are diesel rpm low enough to not worry about resonance in that single spring?
TTY is a sequence not a bolt. If you test TTY bots to failure and then 80%-85% yield you can retorque them all you want. all you need to do is find that 80-85% range of the bolt. I have done this test with LS bolts and retorqued them 20+ times with a nut runner (TQ + angle monitoring Acradyne) and the fastener is just like any other. TTY is a SEQUENCE.
If you're only torquing them to 80 - 85% of their yield point though, is that torque to yield?
Nope
@Lassi Kinnunen 81 my point exactly
@@danieledwards1081 no that is about the standard for most fasteners. For example a LS M11x2.0 10.9 80-85 % yield is about 75Ft/lbs from what I have tested. I then run them down in the fixture 10-20 times each with no change in the torque angle curve.
@Lassi Kinnunen 81 well said thank you
I just thought of another reason NOT to "roll coal" all of the time. When you put that much soot out of the pipe, you are also clogging up your entire exhaust system, starting with the valve & guide itself.
great video
Bring on SEMA!
Fingers crossed.
Hell yeah
Clean tune? The Euro 3 emission standard is 20years old and compared to current standard very easy to fulfill….
Would you make parts for GM's new 3.0l I6 Duramax.
Could the nitrous delivery system also be used for propane injection as this is a diesel??
It's a completely different system that is required for Propane, so no it will not work on this application. Plus, propane can be unpredictable and cause pre-ignition. Gale has never been a big fan of running propane additives with diesel. In multiple tests that we've run, we found it's a sure-fire way to melt internals at full tilt. Especially for high horsepower/load applications.
I feel like gale would be the guy to make the breakthrough to a no emissions engine that burns as clean as an emissions one wouldn’t that be something!
Gale is awesome but he does not have a magic wand to skirt the reality of today’s emissions requirements (unfortunately)
I don't know but if I'm going that deep in the engine, with a blower, I would want to hot torgue the head bolts and keep the head gasket. But what do I know...
Will your employees get to see lockjaw before I go to Sema
Why does Gm not use electric fans with PWM Controllers for Duramax powered vehicles.
No time
Not bought cfm moved by an electric fan...stock clutch fan moves 15,000 cfm....electric struggles to do 2-3000 cfm...
I wanna put this in my 1990 suburban.
If you are a big stupid car company, listen to Shelby and banks for crying out loud.
All I have to say is good luck!
Thank you sir! Much appreciated.
I’m a newb so bare with me, if you are changing to a head stud, it would be the same diameter at the thread. Would it not be torqued to the same value as set by the engine manufacturer? Or is it higher as set by the stud manufacturer?
The way torque is applied by a stud is different because it's threaded on both ends, the materials used in the manufacture of studs is typically different also, a higher strength material means you can use the same diameter but increase the clamp load via a higher torque value, the downside is that you're still relying on the same threads in the block as the standard bolt so potentially overstressing the block material resulting in failure (pulled threads)
In simple terms, the higher the thread count per inch(TPI), the higher the clamping or compression force, for the same torque spec. Studs have a higher TPI on the top side, for this purpose. That same higher TPI, is not achievable in the block, due to lower material strength.
Gale, you are addressing MANY different Duramax builders. Only a fraction of them are using brand new engines like you. I only build and modify LB7's for example. I am putting 600-800hp to motors that have 200K miles and have already had injector problems or jumped time from not having keyed cranks or cams, or blown head gaskets. We use a fluid damper to smooth out the lower end with and ARP bolt, these motors are 20 years old now and we put them in daily drivers. Using head studs is a must, I would love to be on the other end building new engines for vehicles that will spend more time behind a rope than on the road or a single grueling baja 1000 and it's life is over. There is no doubt you build monsters but how old are any of them ?? Any have 100, 200, 300K miles? Even on the military Hummers and the new battle vehicles with a duramax engines in them, how many miles, how many engine hours ? The hummers we see auctioned here in Texas have less than 20K miles and are Detroit engines that can't even be driven more than a couple of hundred miles before over heating. There are a lot of ways to get these motors/trucks down the road and there is no way anyone can doubt your accomplishments in this industry or on this engine platform but you could do it a lot classier and stop shitting on others who try and do it too. Whether it is builders like Hoonigan or manufactures like ARP.
Gale: "Thats just my experience" mic drop...
Can this engine, like the Euro diesels, run reliably at 5-6.000 rpm?
I doubt it, as at the end of the day it's still a truck engine. Can you build it to rev that high, with heavily upgraded lifters, valvesprings, and a completely new cam profile? Probably, but doing so neuters the low-end torque that the engine was designed to build, and at that point it's cheaper and more efficient to go with a similarly sized gasoline engine.
Mr banks, whenever you would like to start another gen 1 project, feel free to use mine, I really dont mind.
The foreplay leading up to the Diesel gasm. Got to love these shows. Banks performance there is no substitute.
Looks like Porsche might need to find a new slogan!
i´m a little concern about the health of Mr. Banks.. i hope he stays with us for many years to come!
Stick one on a 2023 Corvette Z06!
How much to buy a high horsepower off-road use LP5 with an Allison transmission that can handle it? I think it would fit perfectly in my 1970 C-10 Chevy short bed
@@bankspower He asked what
it costs…
Our crate engine program cost and spec will be available in Q2 of next year. To learn more, click here: official.bankspower.com/engines/
CenCoast_7.3 You are correct I did ask and Banks doesn't do this for charity. This is Banks not AutoZone. I would never expect a built engine and transmission from Banks to be cheap, that's why I want it and very interested in the price. Is there something wrong with asking for a price?
Banks Power Thank you for the information and I can't wait to spend my money next year
How much for one of these??