Competition Extreme 4X4 Today

[biggy238]

Anyone else catch the "BANKS DURAMAX" They are shoving in that fake hummer?



Modified garret turbos (non-staged twins), custom intakes, a plug sale for a dodge intercooler, and new exhaust manifolds.



The work they told would be done internally was identical to the write-up about the 700hp road racer on the banks site.



Projected 750hp and 1000ft/lbs. I didn't hear an rpm band.

 

[TxDieselKid]

I saw the show.



weak torque numbers really for such a high dollar, and high horsepower beast.



And yes the fake hummer thing is silly I think.

 

[COMP461]

I went to Banks facilities in February when I raced at the winter nationals in Pomona. That motor was in their Duramax –R and unfinished. The same motor was in the Hummer and unfinished. If they ever choose to finish it , it would have been the ultimate in a diesel drag racing engine. Easily making a 1000 hp and twisting 6500 to 7000 rpm’s the torque numbers would be in the range of 1200 to 1300 . the really beautiful part would be the 400 lbs lighter that it is then a Cummins . the turbos were real neat , a one off magnesium and thin inconel turbo with formula one or Indy car technology. The motor has Jessel lifters with crower rods and Ross pistons . the cost of a motor like that is around 40,000 .

 

[MKoth]

Anyone else catch the "BANKS DURAMAX" They are shoving in that fake hummer?



Modified garret turbos (non-staged twins), custom intakes, a plug sale for a dodge intercooler, and new exhaust manifolds.



The work they told would be done internally was identical to the write-up about the 700hp road racer on the banks site.



Projected 750hp and 1000ft/lbs. I didn't hear an rpm band.

Rember, those were stated as flywheel horsepower numbers.



I guess I dont see the point of doing all the internal changes, unless it was to allow higher RPM.

 

[Timbeaux38]

The same motor was in the Hummer and unfinished. If they ever choose to finish it , it would have been the ultimate in a diesel drag racing engine. Easily making a 1000 hp and twisting 6500 to 7000 rpm’s the torque numbers would be in the range of 1200 to 1300 . .

I wonder if the slicks will be to wide to fit on a dyno... ..... :-laf :-laf :-laf

 

[RustyJC]

weak torque numbers really for such a high dollar, and high horsepower beast.

Torque is low relative to BHP because they'll be running the engine at a higher RPM than we're used to with the Cummins. It gets back to BHP = (Torque x RPM) / 5252. In this case, Torque = (BHP x 5252) / RPM. The higher the RPM at which a given BHP is generated, the lower the torque at that RPM.



Rusty

 

[COMP461]

Another thing to thank about , staged turbos are used when the intake track is so restrictive that you can only get more air in by raising the pressure , and this intern raises the heat and lowers the density of the air. At some point boost is at a point of diminishing returns with factors like heat , sonic chock, and other factor. The Duramax is a V8 with far less CID / valve area, and the head flows about 50% more air then a Cummins. That is the reason a Duramax makes big power and doesn’t require a second turbo. The Chevy head we are using, flows around 330 cfm the best Cummins head fully worked with the intake removes is about 270 cfm

 

[Amish Elegance]

sonic chock?



Don't they use those to keep really fast airplanes from rollin around on the tarmac? :-laf

 

[RacinDuallie]

Choke is the word- sonic choke.....

 

[RustyJC]

In the centrifugal compressor industry, it's called stonewall or choke.



Rusty

 

[TravisG]

Comp- Are you saying that one of our heads can only flow about 270 cfm?

 

[COMP461]

yes , after doing a lot of flow work, the best I have seen is around 265 to 270. and this is some extreme work. I use to believe they can flow more , now if you go a lot farther then most would ever go then 300 is possible , but this is a very expensive deal requiring new valves seats and relocated the valve.

The duramax head is capable of more under the same deal.

 

[Amish Elegance]

Thanks RD. While the guess was BS, the question wasn't. Any time I come across a term you fellas toss out I don't know, I google it. Try googling "sonic chock. " Not very informative. However "sonic choke" has let me learn my new thing for today.



Now that I'm up to speed... or at lest moving in the direction of the pack. I found this website that explained what pretty well what SC is. Not exactly per our application though.

http://www.calibrationlabs.com/sonic_nozzles_and_sonic_chokes.htm

Granted they're looking for it, and we're trying to get rid of it. But from that I'm guessing that something in the head has the venturi affect of flow regulation no matter the P after a given point. Past that point, air flows at a given rate therefore we lose density. How my doin?



Does this factor better/different on 12v vs 24v heads? Just to be clear, those flow numbers you quoted comp, are those for 24v heads, correct? As thats what you use. If 24, is that per valve or per intake pair? Maybe thats a stupid question. Do we know where in the intake this choke is created?

Comp, you're in cahoots with banks. What kinda numbers does that sidewinder style head flow? The one where they milled the side off and bolted on a bigger aluminum plenum. Its gotta be more than stock ported.