Banks high ram

[Dumb Ass Wade]

Any one done flow bench testing on a high ram before and after installation to see if it's even worth it?

It is what the banks guys use so i guess it cant be too bad...

With a retail of $2200 for a cast intake it better be the best....

What do yall think?

 

[CTD03]

i run bds intake

 

[blackandstacked]

I would'nt care who made it, there is now way it can flow enough air to be worth that kind of coin. I think they have lost there ****ing minds when they priced that thing.

 

[Dumb Ass Wade]

I would'nt care who made it, there is now way it can flow enough air to be worth that kind of coin. I think they have lost there ****ing minds when they priced that thing.

And there very heavy too, about 40 lbs. My sheet metal intakes on gassers only weigh about 20lbs at best, and there accually tuned to the rpm and type of induction you have with the engine. engine specific, and there around $2000

Does anyone from banks visit this site, that could clear a few things up?

 

[quarterman]

Sam a sheet metal intake would explode or blow a seem apart and balloon on most of the trucks with a big turbo. As over priced as it is and 40lbs of weight it is rigid and will never balloon or bust its a cast piece very strong. I do agree it seems to be steep in price but what has banks ever sold that was cheap in price.

 

[Dumb Ass Wade]

Sam a sheet metal intake would explode or blow a seem apart and balloon on most of the trucks with a big turbo. As over priced as it is and 40lbs of weight it is rigid and will never balloon or bust its a cast piece very strong. I do agree it seems to be steep in price but what has banks ever sold that was cheap in price.

Good point darren, I was only planning low boost 40ish, but i got a hook up on the price now. over $500 off!!!

 

[quarterman]

Kickass sam

 

[jbarker@bosch]

picture comparison

stock intake manifold (complete)

on the engine:

stock intake tube leading to the "bridge":

Stock intake "bridge" inlet:

and outlet:

Stock intake manifold chamber inlet:

and outlet:

Banks Big Hoss:

1/2 stock and 1/2 Banks on the engine:

ours flows a "little" more air than the stock system. For hardcore race use ONLY.

 

[Dumb Ass Wade]

Obviously, but what rpm range is it tuned for? What boost PSI can it handle?

 

[jbarker@bosch]

Obviously, but what rpm range is it tuned for? What boost PSI can it handle?

They have been tested over 120psi but will likley withstand much higher pressures then that. As for the RPM range that will have more to do with the cam rather then the intake manifold. This is because the ports for the 2 valves aren't the same length inside the head (ones longer than the other).

 

[Dumb Ass Wade]

They have been tested over 120psi but will likley withstand much higher pressures then that. As for the RPM range that will have more to do with the cam rather then the intake manifold. This is because the ports for the 2 valves aren't the same length inside the head (ones longer than the other).

OK maybe "tuned" was too broad of a word, in that case what would be the recomended "operating" RPM range?

Also i would like info on your cp3's, like how do you get them to handle the added RPM your engines produce?

 

[jbarker@bosch]

OK maybe "tuned" was too broad of a word, in that case what would be the recomended "operating" RPM range?

Also i would like info on your cp3's, like how do you get them to handle the added RPM your engines produce?

That's beyond me. I'll see if I can get BigThumper to chime in on that one.

 

[Dumb Ass Wade]

That's beyond me. I'll see if I can get BigThumper to chime in on that one.

Any input from this guy would be nice.

 

[duratothemax]

basically, this is useful for 1% of the performance duramax crowd. The rest of us actually run (at least one) turbo in the stock location, stock fuel lines, stock manifolds/up-pipes, etc etc....we are stuck with the factory intake setup. Expect to spend additional $$$$$ after the initial 2 grand cost of the fancy red intake setup to make it all work.

ben

 

[Big Thumper]

Regarding manifold usage / application:

- No loss of low-speed engine efficiency. We currently have several different engine builds using these manifolds, and all show improved VE vs stock, even at our lowest 1500 RPM test point. Functional runner length actually increases vs. the stock clamshells, and you eliminate a pair of zero-radius short-side turns.

- As Jeff said before, the runner length can't be specifically 'tuned' for a specific RPM range because of the difference in effective port length inside the cylinder head. Again, based on cam selection, I've seen VE peaks with these manifolds range from low-2000 RPM (stock cam / heads) to high 4000 RPM (moderate-aggressive race cam / ported heads). With their good plenum volume, runner size and taper, the manifolds still work well up to and over 5500 RPM.

- CP3's: Nothing radical. They are currently turning at engine speed (this may change in the future) - as we've said before, the only thing you have to do is ensure that the inner chamber pressure remains adequate. You can monitor this by drilling and tapping the housing and fitting a pressure sensor. We use a boost-referenced fuel pressure regulator to increase feed pressure to the pumps under boost to maintain adequate chamber pressure.

- Usability: This setup lets you keep the stock gear driven fuel pump, rails, lines (one substitution, the crossover line, which comes with the kit), etc. You do have to find a different spot to put the turbo, however.

Hope that answers everyone's questions - fire off any more you've got.

 

[JOHNBOY]

Is there a LB7 kit with fuel lines?

 

[Dumb Ass Wade]

Regarding manifold usage / application:

- No loss of low-speed engine efficiency. We currently have several different engine builds using these manifolds, and all show improved VE vs stock, even at our lowest 1500 RPM test point. Functional runner length actually increases vs. the stock clamshells, and you eliminate a pair of zero-radius short-side turns.

- As Jeff said before, the runner length can't be specifically 'tuned' for a specific RPM range because of the difference in effective port length inside the cylinder head. Again, based on cam selection, I've seen VE peaks with these manifolds range from low-2000 RPM (stock cam / heads) to high 4000 RPM (moderate-aggressive race cam / ported heads). With their good plenum volume, runner size and taper, the manifolds still work well up to and over 5500 RPM.

- CP3's: Nothing radical. They are currently turning at engine speed (this may change in the future) - as we've said before, the only thing you have to do is ensure that the inner chamber pressure remains adequate. You can monitor this by drilling and tapping the housing and fitting a pressure sensor. We use a boost-referenced fuel pressure regulator to increase feed pressure to the pumps under boost to maintain adequate chamber pressure.

- Usability: This setup lets you keep the stock gear driven fuel pump, rails, lines (one substitution, the crossover line, which comes with the kit), etc. You do have to find a different spot to put the turbo, however.

Hope that answers everyone's questions - fire off any more you've got.

Nice, is this manifold and stock cp3 set up also on your dragster engine? It's targeted at what 7k?

 

[Big Thumper]

Johnboy - no, no LB7 kit. We've talked about it, and could do one - the only thing we're missing is a set of LB7 heads / valve covers / etc to do a mockup with. We started the race program around the early LLY engine, and never planned on fitting to LB7's - you know how different the fuel system is. I *think* the rail mounting bosses cast into the intake would work, but I'm not 100% sure on that. It's something where, if there was enough interest, we could probably build up a kit with lines to make it a bolt-on.

Sam - Same manifold on the dragster - both CP3's are front belt-driven in that setup, however. The rest of that configuration changes almost daily

 

[Dumb Ass Wade]

Johnboy - no, no LB7 kit. We've talked about it, and could do one - the only thing we're missing is a set of LB7 heads / valve covers / etc to do a mockup with. We started the race program around the early LLY engine, and never planned on fitting to LB7's - you know how different the fuel system is. I *think* the rail mounting bosses cast into the intake would work, but I'm not 100% sure on that. It's something where, if there was enough interest, we could probably build up a kit with lines to make it a bolt-on.

Sam - Same manifold on the dragster - both CP3's are front belt-driven in that setup, however. The rest of that configuration changes almost daily

You have a PM. Thanks

 

[Dumb Ass Wade]

Johnboy - no, no LB7 kit. We've talked about it, and could do one - the only thing we're missing is a set of LB7 heads / valve covers / etc to do a mockup with. We started the race program around the early LLY engine, and never planned on fitting to LB7's - you know how different the fuel system is. I *think* the rail mounting bosses cast into the intake would work, but I'm not 100% sure on that. It's something where, if there was enough interest, we could probably build up a kit with lines to make it a bolt-on.

Sam - Same manifold on the dragster - both CP3's are front belt-driven in that setup, however. The rest of that configuration changes almost daily

Any chance on getting a few pics of the dragster engine's belt drive cp3 system?