2017-2026 L5P Duramax Banks Monster Ram Turbo Inlet

Key Features

Why its better.

 

Turbo Induction Perfection

With 18 months of development and over 40 prototypes tested, the Banks Monster-Ram^® for the Duramax L5P is more than just attractive. It's turbo induction perfection.

The Monster-Ram^® fills every millimeter of available space within the L5P's compact V8 layout improving airflow and density at the turbo inlet.

Every facet from inlet and outlet size, orientation and location of the PCV connection, and down to the angle of the ported shroud interface had to be dialed into exact tolerances.

Mass Air Flow has been improved by almost 12% by removing stock restrictions at the turbo inlet all while preventing destructive turbo compressor surge and maintaining emissions compliance.

All other designs we found on the market and tested against, either outflow stock at the expense of your turbo and emission systems, or flow less than stock by the time they are restricted back down with an inferior anti-surge design.

The Monster-Ram^®'s propriety design reduces pressure loss by 18.67% at the compressor inlet which results in an impressive 6.01lb/min gain in Mass Airflow verses stock.

This reduces turbo drive pressure by 11% which improves throttle response, time to boost, and increases turbo life.

Superior Engineering

To improve airflow to your turbo, the Monster-Ram^® uses a large organic shape compared to stock which pinches down near the turbo inlet.

This smooths out the airflow entering the turbo, improving efficiency and turbo response.

Cast from A356 Aluminum alloy and finished in Banks red powder coat or available in natural aluminum for custom coating, the Monster-Ram^® offers OE quality fit, finish, and durability.

Areas on the factory inlet that choke down are widened. Abrupt changes to that airflow have been smoothed to provide the least resistance and pressure loss.

With overall flow area increased by an impressive 17%, the turbo inlet side of the Monster-Ram^® was the most engineering-intensive part of the design.

The geometry of the anti-surge ring has been painstakingly engineered to redirect this airflow back into the compressor wheel, thereby damping compressor surge.

While it may seem simple to oversize this opening and increase airflow, a larger diameter outlet without the correct anti-surge geometry will result in compressor surge.

Adding an anti-surge ring after-the-fact only restricts airflow. Our tests of large outlet diameter aftermarket elbows retrofitted with anti-surge rings showed a pressure drop equal to the factory intake elbow. In other words, it completely negated all airflow benefits, matching or underperforming stock.

Of the competitive turbo inlet elbows tested, all cause surge. Some claim to have anti-surge rings that are nothing more than decorative. They do not help the air make a smooth U-turn. Others who claim to have anti-surge rings more closely resembling the stock elbow, do not have the precise geometry required to prevent surge. Tests prove that being off a few thousandths of an inch results in surge. There are currently two on the market with identical geometry as the stock anti-surge ring. However, they flow less than stock because the elbows are made of welded pieces of tubing. Air doesn’t like corners.

Other brands offer a fabricated inlet elbows that causes surge. To fix this surge, 3rd party aftermarket tuners offer an anti-surge ring that bolts on between the turbo and inlet. The irony is that after the bolt-on anti-surge ring is attached, the elbow flows less than stock.

– Gale Banks | President & Chief Engineer