Gale Banks Question and Answer - Page 8 - Dodge Cummins Diesel Forum
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post #85 of 94 (permalink) Old 11-27-2013, 07:38 PM
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If I'm understanding correctly, any pressure irregularities will result in the system being shut down. Makes sense. Maybe I'm not as nervous as I was about injecting water into a combustion engine.


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post #86 of 94 (permalink) Old 11-27-2013, 07:38 PM
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By the way, feel free to call us this weekend. We will be having Black Friday promotions on the Straight-Shot product along with many other items!
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post #87 of 94 (permalink) Old 11-27-2013, 08:03 PM
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Originally Posted by Michael View Post
Will you be running the full NHRDA circuit, or at least the West Coast events and World Finals?
Right now my plans include bringing the rail to Famoso for the season opener and thatís about it. I may bring the S-10 truck out too if there is someone planning on coming to match race. I am not opposed to attending some of the NHRDA national events as well, but I am committed to a program with our Pikes Peak Freightliner Super-Turbo and that may take precedence.
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post #88 of 94 (permalink) Old 11-27-2013, 08:04 PM
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Originally Posted by 'strokeThis_'07 View Post
Can you give us an update on your project vehicles, where have they been since completion and what have they been doing over the years?

There's the Sidewinder Dakota, the GMC Sierra road race truck, the dragster, the S10.
The Sidewinder Dakota, the GMC Sidewinder Type-R road race truck and the S-10 are all currently on display at the Wally Parks NHRA museum in Pomona, CA along with the Pontiac Firebird and Geisler Studebaker Bonneville cars and most of my business history. Feel free to stop by and take a look if you are in the area. There is a lot of racing history of all sorts in that building.
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post #89 of 94 (permalink) Old 11-27-2013, 08:06 PM
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When will products developed and used for the Banks racing program be available for sale to the public?
They are available now! The Big Hoss intake manifold for the Cummins 5.9L common rail engine that we developed and used on the Sidewinder Dakota is available. We also sell a pair of Duramax Big Hoss manifolds, and some sled pull guys are using our marine intake manifold with integrated intercooler. We are in the process of prepping some of the internal components that we have used for sale as well.
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post #90 of 94 (permalink) Old 11-28-2013, 05:49 PM
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If what I have read is right. This will drop EGT's? Help out with pulling heavy loads on big grades?
How well will it work with say your Turbo brake and a tuner? on a new Cummiins or my older Duramax? Will it help clean the motor at the same time? Can a big tank be added to the unit? Being at times we will run all day without stopping unless a bathroom break makes us.
Thanks in advance.
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post #91 of 94 (permalink) Old 11-28-2013, 07:45 PM
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Since its used, and often heavily, on all your diesel efforts; does banks plan to offer a nitrous kit?

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post #92 of 94 (permalink) Old 11-29-2013, 07:54 PM
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Wow, that was fun to read. I wonder what Gale thinks? My respect to you Gale. My 12 valve is just an old work truck that I love. But I want to give you the respect you deserve, Mr. Banks. So thanks, there were some good questions in there, I cant wait to hear what you have to say.

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post #93 of 94 (permalink) Old 12-03-2013, 04:24 AM
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One of your claims to fame is "smokeless racing". Which is something I believe we would all love to see the racing industry end up. But my question is exactly how many lbs of NOS are you consuming in one run in any of the sidewinders? Can you build an equally fast Sidewinder running #2 only without any other injection. While maintaining a "smokeless" 1/4 mile run?

Chuck Norris taught THE STIG how to drive in a Ford.
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post #94 of 94 (permalink) Old 12-08-2013, 05:55 PM
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Quote:
Originally Posted by GaleBanks View Post
We just completed a full round of testing of our Straight-Shot system (with Double-Shot option) on a 1996 12-valve truck. You will see some detailed results from this project in print in the near future, but I can tell you that the gains were pretty significant. Again setting aside conversations about gasoline applications, use in diesel vehicles is pretty much unlimited, depending on your needs. I have already discussed the benefits of water alone for EGT mitigation, and the benefits of water-methanol for power addition. These benefits hold true for any turbo-diesel. We have not yet experimented with normally aspirated diesel, but we have with normally aspirated gasoline with some surprisingly positive results. The control methods are the key to applying the system to any diesel. In most cases, the preferred reference for injection control is intake manifold pressure, but we could also choose to control based on throttle position or EGT, or a combination of one of the first two with EGT. In the case of your 12-valve, I would recommend you use our Straight-Shot controller with the built-in MAP sensor. With this setup, you have all the electronic sensors you need right in the control unit. If you are interested in using it to inject water-methanol, but still want to make sure that your EGT stays in check, all you need to do is add the optional thermocouple. With that combination, the Straight-Shot will add water-methanol as intake manifold pressure rises and limit the addition of the fluid as EGT reaches your setpoint. In the recent test that I mentioned, we used the Straight-Shot in conjunction with our PowerPack and gained 150 HP and 365 lb-ft of torque with an EGT equal to stock. We have tested numerous other vehicle and engine configurations with a wide range of results. In one case we measured an increase of 175 HP at the flywheel on a Duramax LBZ.
Mr. Banks,

Respectfully, can you tell us what the true A to B results are from testing? I see your LBZ test on your website notes you also changed the LBZ's turbo & similarly you had a COBB Accessport 100 octane tune for the BMW 335i. Most want to see A to B results.

Also, I have seen mentioned that your company is doing testing with emissions sensitivity. Can you advise as to what your primary benefits you are pursuing? Are you simply seeing how much power can be made while maintaining EPA limits? Are you adjusting water-meth rates along with pilot injection timing to optimize the combustion profile and minimize particulate matter?

Thank you.
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