From an engineering perspective, these are the best engine build videos on youtube. Thank you for taking the time to do these. I learn something new with every one.
Ok, so I'm a bus driver in the UK and know very little about this side of stuff. How the data is presented by Gale makes it easy to grasp and thoroughly enjoyable to watch. Thank you, Sir. My hat is off to you.
I am a certified auto mechanic, but I've never done anything more than repair and hod rod my own stuff. I have always been interested in how engines work and how to make them better, so I read lots of technical articles and watch vids. I gotta say, that Gale Banks is a rockstar, as far as I'm concerned, I always learn something from you! Thanks.
yeah dude. I watched all these in 2 days last week. information overload! A little bit of repetition, but what he keeps repeating is really important. AIR DENSITY!
He is working with 48v centrifugal superchargers now for boost off idle. Audi uses one on their diesel v8 for boost right off idle, may be the same one. They don't work great for the only compressor but for a one second spin until the turbo gets moving they're the bomb. The next step above that is a brushless motor in the turbo itself to spin it up. You can eliminate the alternator on the engine because the turbo can harvest energy. Think what f1 engines have. I know it's not all electric but some of the stuff is badass and can really make some hot rods.
Very cool presentaion of something I keep trying to tell folks - you have to check V-P clearances a little before and after TDC, NOT JUST at TDC! It also informs the engine builder what sort of range (s)he can adjust the timing through to tweak the camshaft's action. It should be noted that because of the working geometry, what works with one stroke using one 'rod and piston combination, may not work with the same stroke but a different 'rod length and piston combination. ALWAYS check - a previous owner may even have machined the block and/or head, further compromising clearances! I would suggest adding another check, the clearance between the valve stem seal and the bottom of the spring retainer/cap - some engine designs allow very little clearance for higher lift camshafts and need the guide machined and/or lower profile seals to be used.
Not by much. Most tolerances (slack) left in an engine during dry (cold) assembly is there to allow for expansion when heated. Hot tolerances are where it's at. 😀
What happens is the springs soften when they get warm, but there is usually enough oil splash to keep them from dying. Nascar engines have a spring spray bar inside the valve cover to make sure they don't cook. There is lots of difference between the .400 lift here and a circle car with .800 lift and more than twice the rpm. Hot lash is where it's at, everything has thermal expansion and it can bite your ass if your not careful. Some all aluminum engines with solid cams you have to run with more lash than typical because when the block and heads are cold the lash dissapears and it'll cook the exhaust valves when it's warming up. You see high end engines use aluminum pushrods for this reason.
Thanks. I love learning new stuff. :) I thought maybe with the spring relaxing under temp that it would change the tolerances they'd be able to have on the cam.
@@ucantrun2793 the dz302 has what is know as the 30/30 cam because that's the recommended lash. The ramps of the lobe, where it goes from 001 to 020 tappet lift (there is a 1.5:1 rocker) is pretty gradual. It's not so much the springs changing seat pressure that changes the tolerances but the change of size of the components themselves. Even exhaust valves usually have 002 more lash because exhaust valves are high Chrome steel that expands more and they get to a higher temperature that makes them expand more again. I was interested in your question, came up with a bit. Valve springs in an engine do soften with temp, it's 10-12% over 100°C. That's consistent with high cycle chrome silicon or lower duty chrome vanadium springs. Most engines will not change by 100C in a cycle and the springs are normalized at 20C. Most new cars have a 90C thermostat, that's 70C above where the springs are measured. You can probably take that there is going to be 7-9% less spring pressure on a running engine than what you measure on a bench, actually quite a bit. I knew that valve springs needed care on cup cars and high intensity things, I had never thought to look up what temp they actually soften.
@@timothybayliss6680 Some billet Alu dragrace engines have no lash when cold. When warmed up before the real action.....sometimes lash has increased beyond the max valve lash to be used. I have 1 customer using an almost negative lash when cold. On temperature...it is just right... These dragerace engine use vslve spring seat pressures if 500+ lbs and when valve is opened 1"......spring pressure is in the 1400 to 1500 lbs range so aluminium pushrods....will not survive...
Fantastic! Thank you for "lying" to us Gale and introducing us to this new dimension to making an ex-Duramax L5P. I really am looking forward to finding out how close the paper calculations come to replicating or predicting the real world results.
You are seriously the man!! I have religiously watched automotive content on RUclips for years and you have done such a fantastic job creating such a great series and offer so much legitimate knowledge and experience. Keep up the great work and I look forward to being a customer when I purchase my first diesel pickup.
I found proper knowledge on how to design a camshaft very difficult to come by. This video is perfect! Thank you very much for the time you invested to teach us Gale!
Watching these short stories about the step by step process of tweaking, tuning, building HP are extremely enlightening. Only wish I was younger to have more time to do the things that Gale Banks is doing, oh yeah and the finances to pay for it all : ) I would love to see after all of the dozens of adjustments and changes go back to the original stock motor and apply all the new changes to all the piping, air filter stack, oil cooler, exhaust, raise the stock turbo up, vibration damper. Everything they learned short of changing out turbo, injectors, cam, fuel pump. Now what will that stock motor put out for HP?? Makes one wonder about the possibilities. Eagerly awaiting for the next chapter to arrive.
The thing that smacks me down every single time i watch videos with holy mr. banks is the fact that he is breaking everything down to the maximum of simple. Look at it, understand every part and than start thinking. good old way, was and will allways be the best way... i was nerver more sure about that
Gale thank you for sharing your knowledge in a presentation that someone with basic engine building skills can understand. This knowledge is priceless, and given willingly.
I started out wanting to see how much power a duraMax is really capable of but every video has so much incredible information in I don't even care how much it makes anymore
I don’t think a camshaft is too “inside” the engine. I would agree with you, if rods/pistons, crank, etc... had been changed. Changing valve timing, eh...
The cam is literally inside the engine block. And since this one requires removing the cylinder heads to change the cam, I don't know how it could be any more inside. You're tearing down half the engine for a cam swap.
But the whole idea of this is to see what is capable on stock bottom end!!! As in bottom end not top end. I don’t think it could be any more clear ,seeing what rods pistons and crank can handle is way more beneficial to all of us duramax lovers than where finding out where the cam or heads choke. What he already achieved is huge and the only reason he can do this is because he is doing right and not just dumping pounds of fuel an air in without a care this cam swap is going to get us over 1000hp safely this guy is my freaking hero .
@@paulsouth4794 But that is not part of the job...a safe bet is to preserve what life you have left...You liked Obama better perhaps? no offense intended, but...I wouldn't have the job NO NO NO NO NO
Great video Gale. Will be interested seeing the next session with engine reassembled and running the aftermarket cam. What will be interesting to know is how tough the increased lobe height for both intake and exhaust values will increase wear on the stock valve springs. Not sure why the decision to retain use of the stock valve springs, when part of the equation remains added engine performance and longevity.
Got a 5.4 f150 last month its rebuilt with 10k on the motor and trans. Gunna get some banks parts to help with the low power 😆 gale is so cool to listen to
Incredible, Mr banks I know your big into diesels but your knowledge would awesome in sbc LS builds. When your done with dmax you should show us how to build proper hot LS.
Still gets me that the duramax uses similar lifter trey as the gas engines. This is a great series I've never learned more about engines in general in a series
This is great. Information you never get in RUclips videos. I love engine building science info. Feels more like an algebra machine build crossover class.
I remember when the Koeniggseg guy came out with the pneumatic computer controlled camshafts that had basically unlimited variability in duration in timing and how he claimed it increased performance and efficiency by 50%. It sure seems antiquated to just have a single camshaft profile that has to be such a compromise for so many different engine conditions. And yet that seems like 10 years ago now and nothing ever came of it, and here we are still using old fashioned single profile cams.
ive been watching for 3 hrs ive never seen a guy so smart he makes it sound any body could do it im worn out just amazed something ever happen to him were in trouble hes Steve Jobs of the Duramax, Turbo, supercharged, u name it he knows
I have a few questions about the valve springs. Don’t springs usually have a decrease in force or spring rates if you fully compress them? Also if they are compressed too much won’t they possibly suffer a fatigue failure? Have you taken this into consideration and have a new life expectancy for the springs? These videos are probably the best on the web for this subject matter.
Spring really don't change rate unless they are specifically wound for a variable spring rate. They will change a bit, especially because these are beehive springs but they don't change rate that much and the cam he installed doesn't increase lift. Suspension springs do this, they have an escalating rate during compression. I would be very slightly worried about fatigue life of these springs. 400 lift and 4000 rpm is a pretty easy place for a valve spring to live. Eventually they will fatigue but some stock trucks have a million miles with factory springs. The modern metallurgy has probably improved valve springs more than anything in the last 50 years.
I don't own a diesel. I have just always appreciated and admired Gales engineering and knowledge. No bullshit, no gimmicks. The man tells it how it is. If he fucks up he will admit he made a mistake or misinformed you.
Does anyone remember an article about Mr. Banks dual turbo shop truck in the mid 80s? He is still making dual turbo engines make a lot of power - good times.
How much compensation do you need for piston and connecting rod expansion? Granted it would be small, but when you're pushing it to the limit, you need to know your limits!
. 028 is really tight. The AL piston will do most of the expansion. The crank and rods will have roughly the same expansion rate as the cast block. They just have a way higher temperature. One dude I knew was the president of a corvette club and official builder. He would set up 6k rpm nitrous big blocks with .035 clearance. It's tight but I wouldn't get too bent out of shape about it. Specifically, it all depends on materials and temperature.
I feel like I owe this guy money ,the info he has been giving us is ridiculously valuable. I have wondered lately why he has chose to let us all see behind the curtains. Why do u think that everything he gets involved in is successful and wins in all aspects. Most of all his engine reliability in high horsepower builds. He is literally one of very few who knows wtf is truly going on. The only downside is the know it all guys who watch these videos and then we have to listen to them spout off about something they learned about on gales RUclips 10 minutes ago please god don’t let me go postal
So since it's been established that maximum power comes from when diesels create smoke because of the charge cooling effect, instead of trying to avoid that and having to put way more engineering into the engine to get the same power without smoke, I wonder if it wouldn't be simpler and easier to just create a second stage engine that runs off the smoke from the first? It would be an interesting experiment, one of those RC turbine engines might work well. It could generate some electricity for your battery.
That's a maybe. The difference in absolute power output between 0 smoke and peak power is somewhere between 10% and 12% with the same air charge. Why race trucks make so much power when smokey is because the turbo lights way better with the higher egts. I don't want to hear the argument egts are lower with smoke, theyre not. Peak egts before smoke are 1550-1600f as you add fuel, thus smoke, they go up. when you go way to the other side of rich they start to cool down again but never get lower than 0 smoke. Pulling guys run egts 2100-2250 for twelve seconds at a time. The only diesels that are tuned to smoke are ones that race. Nobody is going to daily a smoky car, nobody is going to haul with a truck that smokes, it's too hard on components and nowhere near as efficient. If your racing and you need every hp you can get, it will smoke. Now to clean up the smoke you need to reburn the exhaust or have a dpf. How hard it is to get that last 10% of power and how hard it is to get rid of the smoke?
@@timothybayliss6680 Check this bad boy out: ruclips.net/video/jixLhz-3vXE/видео.html Makes about 25 pounds of thrust. Imagine having a pair of those strapped to your truck, creating 50 pounds pushing forward on you. The smokey exhaust is fed into those which burn it up and send it out as clean thrust. That would be awesome :)
I'd really like to see the valve lift graph overlayed with some gasoline stuff, e.g. street/strip LS with 5000 RPM target. I get the idea that tightness of piston/head distance is constraining how radical the cam can get but I don't know how much overlap is typical for a hot cam.
Gale, Just curious, under what conditions are you testing this series when it comes to engine durability? What test will you determine whether or not the L5P is holding up to be reliable? What sort of real world application would this translate to, as in towing xx,xxx lbs up a x% grade for ___ mins/hrs? I'm loving this series and have been following it religiously and personally own an L5P myself. Just looking for some contextual info to help grasp what the hell is going on in your shop! I love every minute of it. Thanks for all the wisdom you're sharing Gale.
When are you guys releasing the video of you collaborating with Hoonigan to properly build Dans diesel and show him how it actually works? Because after that absolute roasting you gave them I have been stoked to see the results. There is no way someone as big as Hoonigan does not respond to the king of diesels bold-faced (awesome) call out.
Back in the 1970's or so, there were some camshaft companies who got bad reputations because they didn't respect the stock or modified valve coil bind and rockers etc. They sold lots of cams but it didn't last very long due to the self destruction and high wear they built into them.
Dumb question. If you had a push rod with grooves running down the sides of the pushrod long ways. Wouldn't the push rod be stronger than just a reg smooth push rod? Less deflection?
With ball or socket end pushrods the loading is almost entirely along a single axis. I understand what your saying and yes it would be stronger but would it be better, prob not. A few companies make tapered pushrods that are the largest diameter at the middle. This makes them stronger with regards to deflection while adding minimal weight. The amount of lateral deflection is proportional to the distance from the point of load, having the centre the most rigid adds the least weight. Theoretically the load point of a pushrod is a point, and given that there is zero lateral deflection it could exist as a point.
I'm not worried about the valvetrain at all with the new cam. I looked at the cam Unboxing video again and saw that lift has been increased by 7%, and duration has been increased by 20% on the intake, and by 22% on the exhaust. This means the lobes can be designed with more gentle accelerations and therefore will excite the valvetrain less.
So what you're saying Gale is 912 hp is about as much power as you can make on a Duramax only touching bolt on type parts. And changing a cam is fine for this series as it is killing the Duramax, so you're trying to get to failure or cracked block/rod, blown gasket, ECT to see how far you have to go before thinking of upgrading those components. And it seems for an practical application on the road, you wouldn't have to do that. I really want to see a series like this again with a common engine to hop up or swap into projects like an LS, 2JZ, 12V (just examples of most common, I think the limits of stock internals on any of these are pretty well explored at this point).
Does the Duramax have comp beehive valve springs? It surely appeared like it. can't wait for the next video- my guess is that you have a long way to go before the Duramax leaves. Do this to a older ford diesel next, thanks
Yeah. I already complained that changing the cam gets too far from stock. But this has all been so fun and educational. Let's review. The ECM calibration was changed right away to move rated speed from 2800 to 3300 rpm. Then the limit of the stock turbo was found at 550 hp, where the shaft speed was maxed out and the turbine was choked. Then the 7675 turbo was installed, and the engine did 711 hp, where the limit of the stock injectors was reached. Then the 50%-over injectors were installed, and the engine did 852 hp, and the limit of the stock turbine plumbing was reached. Then the turbo was relocated from the stock position to improve the intake and exhaust plumbing, and the engine did 912 hp, but the turbine on the 7675 turbo was choked, and the 50-over injectors were close to Gale's 40-degree limit. I think this brings us up to date. Maybe a test with the 8085 turbo and 100-over injectors would have been good to do before installing the new cam. But since the dyno water supply could not hold the engine at 3300 rpm, the extra power would have forced the test to higher rpm, where the stock cam would hurt volumetric efficiency even more. I expect that Gale will start the next test at the previous max power point to study the effects of the new goodies before probing higher speeds. So all will be explained.
I would have liked to see injectors/turbo, fuel pump before cam as well. I don't know if the dyno brake can hold it, it's got to.be close to the torque capacity. With the new turbo there will be drive pressure v compressor efficiency data and at the same test rpm you will be able to extrapolate how much addition airflow is from the change in cam timing. The higher engine rpm let's you make more power with the same cylinder pressure and is easier on the bottom end. At lower rpm and high torque there is oil wedge issues and a few other problems that don't creep up as badly when you rev it out.
Last time in episode 12, the engine was running out of turbo, is the cam going to change that in any way or are you again going to be limited by the same turbo?
I hate math, but I love horsepower. Thank god Gale is doing all this lol. You are leaving behind a real man's legacy sir. Yes you are. Might not be conquering nations, but I would be happy with that any day of the week. Here's hoping the good lord/Allah/the universe, whatever you believe in keeps you around long enough to leave us the roadmap.
Good job Gale. Hope i spelled that right. Your doing your homework. Hey gale. I need one of your new diff covers for my 2000 ram 2500. I think thats a 14 bolt isn't it ? Not sure. I have been on your site but do not see one for my year. Do you not make one for it ? Thanks mike shay.
I think the piston valve reliefs are different depths, the valves are at a different height in the head. This means there is a difference between the minimum piston to valve clearance between the intake and exhaust valves. The exhaust valve also looks like it closes later than the intake opens, relatively to TDC. There really is a bunch of information on that one piece of paper.
It's like Christmas when I see another video in this series pop up. With all the engineering talk of this engine, I am curious to know which Duramax Gale would buy, if he were normal. I'm not so much interested in squeezing power from it as much as I want a reliable vehicle...emissions or not.
Yes, but Mr. Banks is showing how to build an engine that will do that and last. Ironically, he has to kill one to do it. Throwing fuel at it and hoping it doesn't melt down is not smart engineering.
Craziness? It's a fuel pump, injectors, turbo, camshaft and plumbing. Plumbing like uppipe and intake snorkel. Gale's done it in a dozen steps now, reaching the limit of components before switching them out. You can go back through the series and see what it takes to make 600, 700, 800 and now 900hp with no smoke. If it was a 1000hp project, you wouldn't have even tried the stock injectors, high pressure pump and turbo, you would start where this is now and add head studs and pray the rods don't bend. It's methodical, crazy is a bit of a stretch.
From an engineering perspective, these are the best engine build videos on youtube. Thank you for taking the time to do these. I learn something new with every one.
I have never clicked faster for any other video series.
This man is just teaching g all of us that'll listen.... FOR FREEEEEE
Ok, so I'm a bus driver in the UK and know very little about this side of stuff. How the data is presented by Gale makes it easy to grasp and thoroughly enjoyable to watch. Thank you, Sir. My hat is off to you.
I am a certified auto mechanic, but I've never done anything more than repair and hod rod my own stuff. I have always been interested in how engines work and how to make them better, so I read lots of technical articles and watch vids. I gotta say, that Gale Banks is a rockstar, as far as I'm concerned, I always learn something from you! Thanks.
Watching these is like taking drugs. I'm addicted.
My mind is blown.🤯🤯🤯🤯🤯 I will have to watch this again just to recover my mind.
yeah dude. I watched all these in 2 days last week. information overload! A little bit of repetition, but what he keeps repeating is really important. AIR DENSITY!
Makes me want a duramax instead of Cummins lol.
so worth it, what a dude
What about watching it *while* on drugs? Im asking for a friend.
Love how you teach design. So many you tube channels just through parts at engines with out explaining the engineering. Great Video
Wow! Why would anybody want to go electric when you have this guy around? Awesome!
He is working with 48v centrifugal superchargers now for boost off idle. Audi uses one on their diesel v8 for boost right off idle, may be the same one. They don't work great for the only compressor but for a one second spin until the turbo gets moving they're the bomb.
The next step above that is a brushless motor in the turbo itself to spin it up. You can eliminate the alternator on the engine because the turbo can harvest energy. Think what f1 engines have. I know it's not all electric but some of the stuff is badass and can really make some hot rods.
Very cool presentaion of something I keep trying to tell folks - you have to check V-P clearances a little before and after TDC, NOT JUST at TDC!
It also informs the engine builder what sort of range (s)he can adjust the timing through to tweak the camshaft's action.
It should be noted that because of the working geometry, what works with one stroke using one 'rod and piston combination, may not work with the same stroke but a different 'rod length and piston combination. ALWAYS check - a previous owner may even have machined the block and/or head, further compromising clearances!
I would suggest adding another check, the clearance between the valve stem seal and the bottom of the spring retainer/cap - some engine designs allow very little clearance for higher lift camshafts and need the guide machined and/or lower profile seals to be used.
I'm not an engineer, but I love watching this stuff. Wouldn't the spring rate change under temperature from the engine running?
Not by much. Most tolerances (slack) left in an engine during dry (cold) assembly is there to allow for expansion when heated. Hot tolerances are where it's at. 😀
What happens is the springs soften when they get warm, but there is usually enough oil splash to keep them from dying. Nascar engines have a spring spray bar inside the valve cover to make sure they don't cook. There is lots of difference between the .400 lift here and a circle car with .800 lift and more than twice the rpm. Hot lash is where it's at, everything has thermal expansion and it can bite your ass if your not careful. Some all aluminum engines with solid cams you have to run with more lash than typical because when the block and heads are cold the lash dissapears and it'll cook the exhaust valves when it's warming up. You see high end engines use aluminum pushrods for this reason.
Thanks. I love learning new stuff. :) I thought maybe with the spring relaxing under temp that it would change the tolerances they'd be able to have on the cam.
@@ucantrun2793 the dz302 has what is know as the 30/30 cam because that's the recommended lash. The ramps of the lobe, where it goes from 001 to 020 tappet lift (there is a 1.5:1 rocker) is pretty gradual. It's not so much the springs changing seat pressure that changes the tolerances but the change of size of the components themselves. Even exhaust valves usually have 002 more lash because exhaust valves are high Chrome steel that expands more and they get to a higher temperature that makes them expand more again.
I was interested in your question, came up with a bit. Valve springs in an engine do soften with temp, it's 10-12% over 100°C. That's consistent with high cycle chrome silicon or lower duty chrome vanadium springs. Most engines will not change by 100C in a cycle and the springs are normalized at 20C. Most new cars have a 90C thermostat, that's 70C above where the springs are measured. You can probably take that there is going to be 7-9% less spring pressure on a running engine than what you measure on a bench, actually quite a bit. I knew that valve springs needed care on cup cars and high intensity things, I had never thought to look up what temp they actually soften.
@@timothybayliss6680 Some billet Alu dragrace engines have no lash when cold. When warmed up before the real action.....sometimes lash has increased beyond the max valve lash to be used. I have 1 customer using an almost negative lash when cold. On temperature...it is just right... These dragerace engine use vslve spring seat pressures if 500+ lbs and when valve is opened 1"......spring pressure is in the 1400 to 1500 lbs range so aluminium pushrods....will not survive...
Another great lesson! Thank you Gale Banks!
I really hope you stick to your word, and keep going until it breaks. Im loving this series!
Fantastic! Thank you for "lying" to us Gale and introducing us to this new dimension to making an ex-Duramax L5P. I really am looking forward to finding out how close the paper calculations come to replicating or predicting the real world results.
You are seriously the man!! I have religiously watched automotive content on RUclips for years and you have done such a fantastic job creating such a great series and offer so much legitimate knowledge and experience. Keep up the great work and I look forward to being a customer when I purchase my first diesel pickup.
All of us young fellows learning from the old wise man, it's awesome!
I found proper knowledge on how to design a camshaft very difficult to come by. This video is perfect!
Thank you very much for the time you invested to teach us Gale!
Watching these short stories about the step by step process of tweaking, tuning, building HP are extremely enlightening. Only wish I was younger to have more time to do the things that Gale Banks is doing, oh yeah and the finances to pay for it all : )
I would love to see after all of the dozens of adjustments and changes go back to the original stock motor and apply all the new changes to all the piping, air filter stack, oil cooler, exhaust, raise the stock turbo up, vibration damper. Everything they learned short of changing out turbo, injectors, cam, fuel pump. Now what will that stock motor put out for HP?? Makes one wonder about the possibilities. Eagerly awaiting for the next chapter to arrive.
The thing that smacks me down every single time i watch videos with holy mr. banks is the fact that he is breaking everything down to the maximum of simple. Look at it, understand every part and than start thinking. good old way, was and will allways be the best way... i was nerver more sure about that
The absolute best in tech bingeing. I could watch this stuff forever. Thank God for folks like Gale.
Gayle Banks is so descriptive that I think now I am an automobile engineer just watching his videos its pure science no BS!
Gale thank you for sharing your knowledge in a presentation that someone with basic engine building skills can understand. This knowledge is priceless, and given willingly.
Our pleasure! Thanks for watching.
I started out wanting to see how much power a duraMax is really capable of but every video has so much incredible information in I don't even care how much it makes anymore
Like, uh, you know what's up, er something! Seriously the tech and knowledge on display here is ridiculous! Wow! Thanx for sharing!
I have really enjoyed . I would really like to see a Cummins go trough the same thing. please make that your next kill vedio.
"well you caught me with my pants down" - Gale Banks
Careful. The me too clowns might come for him.
While that beltline is north of his belly button
Pants gotta come down to bang a turkey*
I'm not even into diesels and I'm loving this channel. What an intelligent person.
You should invite Richard Holdner to the dyno cell for a collaboration. I love watching both of your channels.
Westech is only about 30 miles from Gale's shop.
Seriously love this part of working on vehicles. I love the science. Please show these guys how work should be done
I don’t think a camshaft is too “inside” the engine. I would agree with you, if rods/pistons, crank, etc... had been changed. Changing valve timing, eh...
If it was an OHC then id agree but pushrod cam changes definitely require a bunch of disassembly which i think was his point
The cam is literally inside the engine block. And since this one requires removing the cylinder heads to change the cam, I don't know how it could be any more inside. You're tearing down half the engine for a cam swap.
,,, quite a bit of this is to see what can fit inside . I agree with this step, regardless .
But the whole idea of this is to see what is capable on stock bottom end!!! As in bottom end not top end. I don’t think it could be any more clear ,seeing what rods pistons and crank can handle is way more beneficial to all of us duramax lovers than where finding out where the cam or heads choke. What he already achieved is huge and the only reason he can do this is because he is doing right and not just dumping pounds of fuel an air in without a care this cam swap is going to get us over 1000hp safely this guy is my freaking hero .
@@jameshaskell6572 agree, this is a bottom end test, not a stock cam test
I'm gonna spam the comments section asking people if they think Gale deserves the Presidential Medal of Freedom.
Gale 4 President. Hell of a lot smarter then the one you have ATM
1. american politics are lame! 2. Gale needs 25 freedom eagles!
@@DrSpanky No! He needs the new Engine Eagles!
Well, Cleetus doesn't usually run a diesel...but as soon as he starts handing out freedom medals from the freedom factory, sure, why not??
@@paulsouth4794 But that is not part of the job...a safe bet is to preserve what life you have left...You liked Obama better perhaps? no offense intended, but...I wouldn't have the job NO NO NO NO NO
Great video Gale. Will be interested seeing the next session with engine reassembled and running the aftermarket cam. What will be interesting to know is how tough the increased lobe height for both intake and exhaust values will increase wear on the stock valve springs. Not sure why the decision to retain use of the stock valve springs, when part of the equation remains added engine performance and longevity.
Got a 5.4 f150 last month its rebuilt with 10k on the motor and trans. Gunna get some banks parts to help with the low power 😆 gale is so cool to listen to
No better engine man in the Universe than Gale Banks, Gas or Diesel. Watching his videos is like getting your PhD in Engine Smarts!
I can only hope and pray that Gale's next project is a 6.7 Cummins.
Oh, those ones kill themselves.
Incredible, Mr banks I know your big into diesels but your knowledge would awesome in sbc LS builds. When your done with dmax you should show us how to build proper hot LS.
Still gets me that the duramax uses similar lifter trey as the gas engines. This is a great series I've never learned more about engines in general in a series
This is great. Information you never get in RUclips videos. I love engine building science info. Feels more like an algebra machine build crossover class.
Thank you! We love hearing from fans. Stay tuned for more engineering and education.
When is the next video??? We are all going crazy here!!
Gales' explanation if the minute details that he doesn't think we need to be bored with,----------Yadda, Yadda, Yadda.
I remember when the Koeniggseg guy came out with the pneumatic computer controlled camshafts that had basically unlimited variability in duration in timing and how he claimed it increased performance and efficiency by 50%. It sure seems antiquated to just have a single camshaft profile that has to be such a compromise for so many different engine conditions. And yet that seems like 10 years ago now and nothing ever came of it, and here we are still using old fashioned single profile cams.
Absolutely amazing Gale! All the little things that make so much sense but never really thought about.
ive been watching for 3 hrs ive never seen a guy so smart he makes it sound any body could do it im worn out just amazed something ever happen to him were in trouble hes Steve Jobs of the Duramax, Turbo, supercharged, u name it he knows
My Sunday morning just got better, gale you are a legend!
Hold up, it's Saturday where I'm at, where are you at?😂
Me too, 10am on a cold Sunday morning, what could be better
I've got a buddy from metro Melburn and figured it out, but it wasnt even dinner time on Saturday here when it got posted
Nz
@@carpetmantis best place to be
I have a few questions about the valve springs. Don’t springs usually have a decrease in force or spring rates if you fully compress them? Also if they are compressed too much won’t they possibly suffer a fatigue failure? Have you taken this into consideration and have a new life expectancy for the springs? These videos are probably the best on the web for this subject matter.
Spring really don't change rate unless they are specifically wound for a variable spring rate. They will change a bit, especially because these are beehive springs but they don't change rate that much and the cam he installed doesn't increase lift. Suspension springs do this, they have an escalating rate during compression. I would be very slightly worried about fatigue life of these springs. 400 lift and 4000 rpm is a pretty easy place for a valve spring to live. Eventually they will fatigue but some stock trucks have a million miles with factory springs. The modern metallurgy has probably improved valve springs more than anything in the last 50 years.
As an engineer, all this talk in thou is like music to my ears
I don't own a diesel. I have just always appreciated and admired Gales engineering and knowledge. No bullshit, no gimmicks. The man tells it how it is. If he fucks up he will admit he made a mistake or misinformed you.
Does anyone remember an article about Mr. Banks dual turbo shop truck in the mid 80s? He is still making dual turbo engines make a lot of power - good times.
How much compensation do you need for piston and connecting rod expansion? Granted it would be small, but when you're pushing it to the limit, you need to know your limits!
Didn't he say those #'s were with a hot engine?
. 028 is really tight. The AL piston will do most of the expansion. The crank and rods will have roughly the same expansion rate as the cast block. They just have a way higher temperature. One dude I knew was the president of a corvette club and official builder. He would set up 6k rpm nitrous big blocks with .035 clearance. It's tight but I wouldn't get too bent out of shape about it.
Specifically, it all depends on materials and temperature.
I didn’t understand anything, but I liked anyway, this guy definitely knows what he does.
Gale Banks.... Kicking ASS and taking names...
I feel like I owe this guy money ,the info he has been giving us is ridiculously valuable. I have wondered lately why he has chose to let us all see behind the curtains. Why do u think that everything he gets involved in is successful and wins in all aspects. Most of all his engine reliability in high horsepower builds. He is literally one of very few who knows wtf is truly going on. The only downside is the know it all guys who watch these videos and then we have to listen to them spout off about something they learned about on gales RUclips 10 minutes ago please god don’t let me go postal
I'm getting anxious waiting to see how much power the Dmax will make with the new stuff.
I'm guesstimating 1020 hp.
Awesome work Gale and Crew. Love what you do.
3:00
7/10 of a millimeter... Now that’s something you don’t hear everyday... Americans...You and your fractions...
0,7mm
Like the video as always!
If it's here in America that would be .7 of a mm. LOL.
A 302 will always be a 302, a 327 will always be a 327. So there!
Pretty sure a duramax is built metric
Nice to see it done right. No mention of ramp andles and float? Maybe its a diesel thing, ad 5000rpm you dont worry about it?
Wonderful video , I just love being in class with u Gail ☺
This my new favorite channel!! God bless you sir!! Thank you!🔥🔥🔥
Such a thorough explanation! Love it!
So since it's been established that maximum power comes from when diesels create smoke because of the charge cooling effect, instead of trying to avoid that and having to put way more engineering into the engine to get the same power without smoke, I wonder if it wouldn't be simpler and easier to just create a second stage engine that runs off the smoke from the first? It would be an interesting experiment, one of those RC turbine engines might work well. It could generate some electricity for your battery.
That's a maybe. The difference in absolute power output between 0 smoke and peak power is somewhere between 10% and 12% with the same air charge. Why race trucks make so much power when smokey is because the turbo lights way better with the higher egts. I don't want to hear the argument egts are lower with smoke, theyre not. Peak egts before smoke are 1550-1600f as you add fuel, thus smoke, they go up. when you go way to the other side of rich they start to cool down again but never get lower than 0 smoke. Pulling guys run egts 2100-2250 for twelve seconds at a time.
The only diesels that are tuned to smoke are ones that race. Nobody is going to daily a smoky car, nobody is going to haul with a truck that smokes, it's too hard on components and nowhere near as efficient. If your racing and you need every hp you can get, it will smoke.
Now to clean up the smoke you need to reburn the exhaust or have a dpf. How hard it is to get that last 10% of power and how hard it is to get rid of the smoke?
@@timothybayliss6680 Very good points and I learned a lot from your reply, thank you.
@@timothybayliss6680 Check this bad boy out: ruclips.net/video/jixLhz-3vXE/видео.html Makes about 25 pounds of thrust. Imagine having a pair of those strapped to your truck, creating 50 pounds pushing forward on you. The smokey exhaust is fed into those which burn it up and send it out as clean thrust. That would be awesome :)
I'd really like to see the valve lift graph overlayed with some gasoline stuff, e.g. street/strip LS with 5000 RPM target. I get the idea that tightness of piston/head distance is constraining how radical the cam can get but I don't know how much overlap is typical for a hot cam.
I am ready for the next does of Gale's wisdom.
Once again proving how it’s done
Gale,
Just curious, under what conditions are you testing this series when it comes to engine durability? What test will you determine whether or not the L5P is holding up to be reliable? What sort of real world application would this translate to, as in towing xx,xxx lbs up a x% grade for ___ mins/hrs?
I'm loving this series and have been following it religiously and personally own an L5P myself. Just looking for some contextual info to help grasp what the hell is going on in your shop! I love every minute of it. Thanks for all the wisdom you're sharing Gale.
When are you guys releasing the video of you collaborating with Hoonigan to properly build Dans diesel and show him how it actually works? Because after that absolute roasting you gave them I have been stoked to see the results. There is no way someone as big as Hoonigan does not respond to the king of diesels bold-faced (awesome) call out.
Where is part 14? You’re killing us
Hot rod guys think they're real smart when they throw cam shaft numbers around...but I think they just got schooled!
Back in the 1970's or so, there were some camshaft companies who got bad reputations because they didn't respect the stock or modified valve coil bind and rockers etc. They sold lots of cams but it didn't last very long due to the self destruction and high wear they built into them.
@@Garth2011 Exactly!
Im not as smart as Gale , but I stayed at a Holiday Inn express and watched his videos , and it raised my horsepower 200% over factory specs . 🤣
Always great videos! Love when Mr. Banks talks needy to me.
It’s as if the graph shows the shape of the cam lobe. This was so cool. 3800!!!
His smile when he was talking about cylinder pressure.
Omg this was entirely too short!
RIGHT!?
I am glad my fellow Americans find these vids to their liking, no kidding.
2.5K likes and only 27 dislikes. A lot of automotive channels need to learn from Gale!
just a suggestion ""Just got schooled" slogan Banks Power t-shirt
Dumb question. If you had a push rod with grooves running down the sides of the pushrod long ways. Wouldn't the push rod be stronger than just a reg smooth push rod? Less deflection?
Brian Schmidt wouldn't that cause more friction and thus heat? Also, metal act as a spring so deflection may also occur as length compression.
A cylinder is about the strongest shape for compressive load, no reason to complicate the shape
With ball or socket end pushrods the loading is almost entirely along a single axis. I understand what your saying and yes it would be stronger but would it be better, prob not. A few companies make tapered pushrods that are the largest diameter at the middle. This makes them stronger with regards to deflection while adding minimal weight. The amount of lateral deflection is proportional to the distance from the point of load, having the centre the most rigid adds the least weight. Theoretically the load point of a pushrod is a point, and given that there is zero lateral deflection it could exist as a point.
Is there a new Banks Engineering L5P cam shaft in our future?
I want to volunteer my 2017 for testing....
Yes. It's safe to say a cam is coming for the L5P.
Gale has some serious knowledge 👏
I'm not worried about the valvetrain at all with the new cam. I looked at the cam Unboxing video again and saw that lift has been increased by 7%, and duration has been increased by 20% on the intake, and by 22% on the exhaust. This means the lobes can be designed with more gentle accelerations and therefore will excite the valvetrain less.
Probably they increased the piston crown thickness as well and altered the metallurgy somewhat?
He got a data chart for every part of the engine
So what you're saying Gale is 912 hp is about as much power as you can make on a Duramax only touching bolt on type parts. And changing a cam is fine for this series as it is killing the Duramax, so you're trying to get to failure or cracked block/rod, blown gasket, ECT to see how far you have to go before thinking of upgrading those components. And it seems for an practical application on the road, you wouldn't have to do that. I really want to see a series like this again with a common engine to hop up or swap into projects like an LS, 2JZ, 12V (just examples of most common, I think the limits of stock internals on any of these are pretty well explored at this point).
Does the Duramax have comp beehive valve springs? It surely appeared like it. can't wait for the next video- my guess is that you have a long way to go before the Duramax leaves. Do this to a older ford diesel next, thanks
No. They are stock springs. Gale made a point of saying in the video that the camshaft is the only thing that is being changed.
Yeah. I already complained that changing the cam gets too far from stock. But this has all been so fun and educational. Let's review. The ECM calibration was changed right away to move rated speed from 2800 to 3300 rpm. Then the limit of the stock turbo was found at 550 hp, where the shaft speed was maxed out and the turbine was choked. Then the 7675 turbo was installed, and the engine did 711 hp, where the limit of the stock injectors was reached. Then the 50%-over injectors were installed, and the engine did 852 hp, and the limit of the stock turbine plumbing was reached. Then the turbo was relocated from the stock position to improve the intake and exhaust plumbing, and the engine did 912 hp, but the turbine on the 7675 turbo was choked, and the 50-over injectors were close to Gale's 40-degree limit. I think this brings us up to date. Maybe a test with the 8085 turbo and 100-over injectors would have been good to do before installing the new cam. But since the dyno water supply could not hold the engine at 3300 rpm, the extra power would have forced the test to higher rpm, where the stock cam would hurt volumetric efficiency even more. I expect that Gale will start the next test at the previous max power point to study the effects of the new goodies before probing higher speeds. So all will be explained.
So then he should not have done a single thing to the engine in your theory? Stock everything right...
This entire series went right over your head.
I'm guessing that reading comprehension wasn't your best subject in school.
I would have liked to see injectors/turbo, fuel pump before cam as well. I don't know if the dyno brake can hold it, it's got to.be close to the torque capacity. With the new turbo there will be drive pressure v compressor efficiency data and at the same test rpm you will be able to extrapolate how much addition airflow is from the change in cam timing. The higher engine rpm let's you make more power with the same cylinder pressure and is easier on the bottom end. At lower rpm and high torque there is oil wedge issues and a few other problems that don't creep up as badly when you rev it out.
Like the new chapter layout.
Last time in episode 12, the engine was running out of turbo, is the cam going to change that in any way or are you again going to be limited by the same turbo?
I hate math, but I love horsepower. Thank god Gale is doing all this lol. You are leaving behind a real man's legacy sir. Yes you are. Might not be conquering nations, but I would be happy with that any day of the week. Here's hoping the good lord/Allah/the universe, whatever you believe in keeps you around long enough to leave us the roadmap.
I smell a synchrotron episode coming up.
Looking forward to it!
Good job Gale. Hope i spelled that right. Your doing your homework. Hey gale. I need one of your new diff covers for my 2000 ram 2500. I think thats a 14 bolt isn't it ? Not sure. I have been on your site but do not see one for my year. Do you not make one for it ? Thanks mike shay.
Thanks again for sharing your knowledge so plainly explained.
I would like to know what gale thinks about those second gen manifolds swaps for common rail trucks
I like this much better than that hoonigan roast video. Can't wait to see both this and the monstertruck engine on the dyno.
Rudolph Diesel would be proud to call Gale Banks his son.
Professor Banks
This is awesome information about engines and engine building.
73th👍's up Mr power thanks again for taking us all along with you for the rest of the story 😊
If I had any doubt this thing was going to make 4 digit power before they are gone now.
Hey Gale, why was the intake piston travel a few thousandths different than the exhaust piston travel?
I think the piston valve reliefs are different depths, the valves are at a different height in the head. This means there is a difference between the minimum piston to valve clearance between the intake and exhaust valves. The exhaust valve also looks like it closes later than the intake opens, relatively to TDC. There really is a bunch of information on that one piece of paper.
It's like Christmas when I see another video in this series pop up. With all the engineering talk of this engine, I am curious to know which Duramax Gale would buy, if he were normal. I'm not so much interested in squeezing power from it as much as I want a reliable vehicle...emissions or not.
Thanks for this interesting series.
Haven't there been a number of 1000HP Duramax's without all this craziness?
Yes, but Mr. Banks is showing how to build an engine that will do that and last. Ironically, he has to kill one to do it. Throwing fuel at it and hoping it doesn't melt down is not smart engineering.
Craziness? It's a fuel pump, injectors, turbo, camshaft and plumbing. Plumbing like uppipe and intake snorkel. Gale's done it in a dozen steps now, reaching the limit of components before switching them out. You can go back through the series and see what it takes to make 600, 700, 800 and now 900hp with no smoke.
If it was a 1000hp project, you wouldn't have even tried the stock injectors, high pressure pump and turbo, you would start where this is now and add head studs and pray the rods don't bend.
It's methodical, crazy is a bit of a stretch.
Uh, there have been so w with more than that...I think this whole series went right over your head lol