Twin ram air intake from Banks.

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WADE, just cuz someone else beat u 2 it, no reason we cant get another "dizcussing" going #ad
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Ifn I spend my $$'s on chrome I WANT POWER with it!!!!! #ad
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OH, WHELL, 2 ea his/her/himins own!!!!!!

\\BF//

 

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BPINE, regarding your post on 4-11-00 you mentioned that you wanted to reduce your EGTs on your Banks PowerPack system. I would suggest you add a quality 4" diameter, mandrel bent system, from turbo to tailpipe (to replace your earlier designed, 12v Banks muffler/tailpipe). I installed the same Banks DynaFlow muffler and mandrel bent 3. 5" diameter tailpipe assembly as you have prior to the release of their 4" diameter stainless steel exhaust system, which I have now upgraded to. I am very pleased with this system. The cost of the entire system is very competitively priced when compared to the aluminized steel systems. Additionally, all exhaust tubing and the straight through style DynaFlow muffler are constructed of stainless steel, with everything needed to install this system included in the kit. Others, most notably JRE (Jannetty Racing Enterprises) as well as BD sell quality 4" diameter exhaust systems. Any of these systems will lower your EGTs. Ted (of JRE) would be more than happy to answer any questions you may have regarding this. Ted can be contacted by phone at: 203-753-RACE. If you choose to e-mail him (through his site link on the Links page), I have found his responses to be extremely prompt, proving to me he is very interested in providing high quality customer service. After having said this, watch him be on vacation and make a liar out of me. LOL

Regarding a previous post, I used to think pressure was pressure until data proving the validity of the Twin Ram enhancement proved somewhat otherwise. This can somewhat be understood if you look at Banks' explanation in one of their ads. The OE intake manifold runner is configured such that cylinder #1 (even under pressure) is at a distinct disadvantage from the other five. As I posted before, the cost of the Twin Ram manifold consists not only the obvious but, an intake manifold base plate, an additional heater grid plus all connecting support hardware. Also, the PowerPack kit includes a "hotter" cam plate than its Stinger Plus counterpart.

Sorry for the long post, I'm just trying to help my fellow Rammers make an informed decision based on the facts while trying to set the record straight.

 

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John, you ok? Take a deep breath buddy.
Lifes too short to get riled about this stuff. I think theres more then a few folks on the board that are perhaps brand or manufacturer biased. I know I am to an extent and so are you. ie. TRANS mods.

Joe D, can you shed some light on this? I recall you posted a long time ago about this item and also about flowing heads. What was it you mentioned about a large 'wad' of metal that was in the way of proper flow in a head?

Its great to see the pros and cons posted on the board.

Right Wade? LOL

I get to postpone my trip south an extra day...
http://www.weatheroffice.com/free/regions/Alberta/default. asp?page=Albertamap.htm

EH

 

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Let's shed some light on the topic...

"Pressure is not pressure" unless you are talking about static or slow flowing fluids. As the velocity of the fluid increases, pressure and velocity profiles are generated. This is especially true for turbulent flow (i. e. high Reynolds number), which is created from turns and bends as well as rough surface finish. However, because the ratio of pressure to flowrate is quite high at 30 psi, the advantage quite possibly could be minimal. This is where HVAC was going. Since naturally aspirated engines have much lower pressure to flowrate ratios, the importance of air flow is critical. So why is a 4" exhaust touted to reduce EGT so much if air flow in a diesel is not that important? For one reason... it makes vendors a lot of money #ad
However, by reducing backpressure on the engine (using freer flowing exhaust or turbo), less exhaust re-enters the combustion chamber when the valves overlap. Therefore, less backpressure on the engine should produce lower egt. Any questions?

-Michael

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'00 2500 RAM, RegCab, 4x2, Cummins, 6-spd, Driftwood/Agate...

 

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Damned if I do... . Damned if I don't. #ad
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I just keep smilin'!

 

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Michael T,

C'mon. HVAC wasn't going there. He just doesn't think it's worth the cash.

But, this will freak some people out, I agree with you. Increasing the intake flow is not going decrease the egt's, because you are not creating any more/better flow, or decreasing the pressures, with the manifold.

Breathing in easier and breathing out easier is the only way to acomplish that.
And the only way to do that is with a Psyscotty Air System from TDR member SCott1. This system is the ONLY one on the board tested and proven by its memebers. By far, does it exceed all expectations of anything proposed elsewhere. #ad
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I just can't resist.

 

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This is a another great thread. But I think I'm going to tip toe around this one with one exception. Mike, as I recall, Diesels don't have any valve overlap. I know I remember reading that in this forum not long ago. It's also very possible I am mistaken but I seem to remember that quite clearly. Otherwise, I'll just sit back and continue to read the insight the rest of you have on this subject.

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'94 SLT 2WD, 5 Spd. , TST(250/635), 215 HP Injectors, 3. 54, Synthetics, By-Pass, Gauges, Scotty K&N, Horton, 4" Exhaust, Prime-Loc, Engine Chrome Kit, Gutted Cat, PIAA's, 255x85Rx16's and copious amounts of 12v Pride.

 

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We'll see! #ad
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'00 2500 RAM, RegCab, 4x2, Cummins, 6-spd, Driftwood/Agate...

 

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The Banks "system" as a whole helps. EAch buyer needs to decide if s/he wants to buy everything at once, or if just some pieces are enough. The egt improvements cylinder by cylinder posted by Scott D were something like 35 deg--low stayed around 1216 deg, high cylinder dropped from something like 1296 to 1264--may have the numbers a bit off--it's in the TDR a few issues ago. Don't look for a hp gain--you haven't added fuel. Yes there is a big knot in the way of air going to #1 and I speculated that it caused a flow problem, contributing to #1 having highest egt and cracking the worst between intake and exhaust valve seats. On the normal flow bench pulling air through to the combustion chamber, the knot didn't seem to matter, but I still think it may be a problem at high boost. The fact that the port mouths point forward makes #1 a problem too. As I said earlier, I'd be ashamed to put the stock head on a farm tractor.

 

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Thanks for refreshing my memory Joe.
Are you still flowing heads? Is this 'knot' inherent on the under and over valved or just specific to one or the other?

 

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How is Scotty's air intake system different from an 89 stock cleaner witha K&N filter? Can the cone filter improve flow over the barrell filter, even though it has less total filtration area?

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http:/coffeewithJesus. homestead.com/web1.html 89 1-ton, K&N, cleaned up exhaust, Dynomax straight-thru, rebuilt pump, intercooler, louvered fenders; 78 35'Avion. Jesus saves!

 

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Hey John I do have a 4" system I put it on a couple of weeks ago. Didn't seem to help enough. I am trying to reduce my EGT's to make room for more power. There seems to be many differnt opinions on how to achieve this and I am going to explore them all or at least as many as I can with the money thats left. I might not actually try them all on the truck but I am willing to listen to them all. Thanks for the help John.

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1996 4x4 3500 4. 10 5spd, Banks Power Pack with 4" exhaust, Cummins exhaust brake, US Gear overdrive, Grover air horns, Mag-Hytec cover, and more.

 

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I have not tried the air induction approach with the 1st gen trucks. However, the concern of whether it improves on the big canister filter was one of my first. I really do not know if it can be improved upon unless the air supply is cooler like the approach on the 2nd gen trucks.

http://www.toys-4u.com/psair.html

time to go shovel snow... ugh

 

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BPINE, I wonder what effect adding the Holset HX40 Super Turbo with the 16cm2 turbine housing would have on YOUR EGTs. I tried to get some feedback from a customer of The PowerShop's who had them install the BD Super Turbo kit several weeks ago, but to no avail. . yet. The turbo comes with a new 4" diameter mandrel bent, aluminized steel, down pipe that does NOT neck down at the turbine housing. Man does that thing look serious! It might be worth looking into... a power upgrade and lower EGTs all rolled up into one purchase.

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'98. 5 2500 QC 4x4, (BLACK) SLT Sport, ISB, LWB, 3. 54 LSD, A/T, Glasstite Vision II canopy, Line-X bed liner, 285/75R16 BFG A/Ts on 16x8 M/T Challengers, Warn 4X Boards, Mopar fender flares, front and rear NW Custom stainless steel/rubber mud flaps, Mag-Hytec diff. cover and trans. pan, Edelbrock IAS shocks, Mopar tow hooks, Jordan Research Ultima 2020 trailer brake controller, VDO Vision gauges, PIAA Dual Sport 900 auxiliary lights and Super White bulbs, BD exhaust brake and TorqLoc, Prime-Loc fuel filter relocation kit, Bosch 275 hp. injectors, VA CPC, DD Boost Module, Banks Stinger wastegate actuator, "Scotty Air System", BLACK '00 valve cover, Hitco/Geno's exhaust blanket, Femco/Geno's EZ Drain oil pan plug, Banks Stinger 4" dia. stainless steel exhaust system, BD ______ TC and valve body, BD modified transmission front pump and PressureLoc, plus many other trick modifications

[This message has been edited by John (edited 04-13-2000). ]

 

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John your not going to beleave this but first I am going to try to put my 12 back on. I have noticed that if you keep the rpm's down the EGT comes down. So I am going to try to build boost quicker and move the torque curve down and see what happens. First bigger injectors and more boost. I got some help on this one but it doesn't cost any thing to try it. It might work if I can make enough power at a lower rpm to pull the load. I'm sure HVAC will try to talk me into the 16 housing first.

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1996 4x4 3500 4. 10 5spd, Banks Power Pack with 4" exhaust, Cummins exhaust brake, US Gear overdrive, Grover air horns, Mag-Hytec cover, and more.

 

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Here's that other post I was talking about: https://www.turbodieselregister.com/ubb/Forum1/HTML/000873.html

 

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You said it;"minimal gain", for how much money? Pressure is still pressure. Can you get more air in the engine???? #ad
No, okay--porting the valves/heads helps, but this too would be a marginal gain for most. Lots of money for a minimal gain. #ad

 

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Stack'd-N-Jack'd:

Many have said the first ~100 hp are easy and cheap, but for each additional hp it becomes more difficult and expensive. Porting heads doesn't gain much, but once you already have the 450 hp, it's an obvious method of inching on up scale.

And again, "pressure is not pressure" when it comes to air flow. Flow characteristics created by the geometry of the intake and head affect the EGT (marginally). And even though marginal gains may be achieved from a Twin Ram (or the like), horsepower is difficult to achieve once you are at the brink of the engine.

-Michael

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'00 2500 RAM, RegCab, 4x2, Cummins, 6-spd, Driftwood/Agate...

 

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UNCLE #ad
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MichaelT: I agree. It is amazing what you start looking for after 450hp. 600 around the corner.