Gale Busts “Bro” Science

00:00 there are some 67 owners out there who believe that when it comes to airflow the head is the limiting factor and the engine can only pump so many CFM so in their opinion any Improvement to the air intake elbow is worthless well I’m here to tell you it’s their head that’s a

00:21 limiting factor not the cumin I think it’s time for a fact check what BR what are you talking about that’s not true try it again as you guys might suspect I read all your comments I’d like to reply to all of them but frankly I got I got work to do but some of them are so

00:45 outstandingly wrong I’m afraid it’s infecting the pool and I’d like to comment on a few of them let me start with the first one here from Anthony Anthony regarding the monster ram the banks monster ram writes it does nothing the head is the major restriction ah okay and then we’ve got

01:08 Casey who appears to be leg humping Anthony I guess people don’t get it okay to which Anthony replies stock intake horn outflows the stock head how do these guys know this stuff now we’ve got Benjamin it does help probably really limiting not really Jesus make up your

01:29 mind Benjamin then he continues the stock horn will outflow the stock head can make big Power on the stock horn it’s just a personal preference we’ll see about that and my last one here is Travis the head on a cumin won’t even flow 250 CFM the stock horn is well over

01:51 that CFM so even if you change the added CFM means nothing the head can’t flow more than the stock horn will allow look it up or ask a mechanic okay here’s a mechanic right here first of all the stock cumin displaces or pumps 331 CFM at 2800 RPM which is the horsepower Peak check it out ask a

02:25 mechanic what matters here is the air density of each cubic foot of air entering the intake ports and respectfully I’d like to teach you how this works back in the day 40 years ago diesels used in American cars and pickup trucks were not turbocharged they were naturally

02:48 aspirated fourstroke engines and I’d like you to remember this all fourstroke engines displac their own cylinder volume every two revolutions of the crankshaft half the cylinder intake and half the cylinders fire on each rev so it takes two revs to intake and fire all

03:09 the cylinders you performance guys are probably spinning the engine a little faster somewhere in the neighborhood of let’s say 3400 RPM which means the engine would be displacing roughly 400 CFM so if you’re talking CFM you’ve got a problem let me give it to you very

03:27 simply you’re inducting 1,200 CFM here and you’re flowing 400 CFM into the engine what’s the difference what how can that be uh guys talk about hey Gail you’re rating the flow through a cold air system at 1200 CFM 1,000 CFM wherever but the engine’s only pumping

03:53 like 400 CFM what’s up there well what’s up is the air density changes from here air Inlet which is your ambient air density which is about 72 lbs per th000 cubic feet to here where you’ve compressed the air say 3 to one and now you’re down to 400 CFM feeding into the intake manifold the difference

04:24 is the air density rather than use CFM about 60 years ago I started using engine mass flow and then they came out with a math sensor and all automobiles today most all of them use MAF sensors to measure the mass air flow MAF here’s why so the 1200 CFM is entering here to the compressor on the

04:52 turbocharger the compressor on the turbocharger is driven by the turbine there’s a common shaft in between the turbine is driven by exhaust gas pressure and temperature in other words exhaust energy in the form of exhaust gas temperature and exhaust pressure produced by the Piston coming up on the

05:13 exhaust stroke Drive the turbine the horsepower required to push the exhaust out of the cylinder comes from the crankshaft it’s produced on the combustion stroke the horsepower produced by the turbine which is probably here around 40 to 50 horsepower this thing the turbocharger

05:35 is a density machine it increases the air density how does it do that it compresses the air when you’re compressing the air you’re putting the same air mass that entered the compressor into less cubic feet of air now each cubic foot weighs more than it did entering here the constant here is

05:59 the air mass flow how many pounds per minute are we flowing through this stock engine when the 67 came out the air flow was mid-40s like 45 lb per minute through the system and into the cylinders now the later models are like 48 to 52 I just DED my 2020 ho and it

06:24 was 52.4 lb per minute at 400 horsepower that’s constant through the entire system the compressor on the turbocharger increased the pressure but it heated the air if we cool the air we’re getting more air density we want maximum air density leaving the monster ram into the intake manifold on the

06:46 engine so we cool it here the CFM reduces once again but the air mass is the same out of this very low restriction boost tube into the factory throttle this system is emissions compliant in all 50 states oh by the way no one else has that it just doesn’t Exist Elsewhere in the industry now

07:13 we’re into the monster ram and into the manifold here’s the message there are two devices on this engine that increase air density the turbocharger and the charge air cooler anything in the system that doesn’t create air density Cuts air density so we’ve gone through in our designs huge

07:37 boost tubes really scienced out manifolds on both ends of a charge air cooler to reduce the pressure loss and give you a great pressure profile across the core as you P push air in so you you use the entire face in and the entire face out so are designs are radically different than most of the

08:02 stuff you’ll see in the industry 3 and 1/2 in into the throttle minimizing density loss all the way through the density loss is pretty astronomical with the stock system so how do I know that the flow bench I’m not using the flow bench in a conventional way I’m using it as an air

08:27 pump a variable mass flow air pump so what I’ve done here is we’ve created a a bell mouth up to our math sensor mass airflow sensor out of our mass air flow sensor I have a Boost tube into the throttle the monster ram and through our Billet plate so the intake manifold

08:49 would be right here we’re measuring temperature and pressure temperature and pressure and differential pressure through this sensor AC across the math sensor I want I want to know the density loss in the math sensor that’s just informational here we’re measuring air density we know the air

09:10 density in the room as well but this this is the baby right here this separates the Old Guard from the future we’ve got four ID Dash data monsters here and we’re logging air density we’re logging math temperatures pressures and all the ambient conditions we’ve got an air mouse up

09:32 there a little black thing at the end of The Wire that’s measuring temperature pressure and humidity in the room and then once we get that beautiful air coming into the ram we don’t want to lose any of it we want to minimize the density loss here so we didn’t just test

09:52 a monster ram we tested everything on the market so how do these guys compare how do the heater versus Billet plates compare when you’re measuring mass airf flow on our graph we’re measuring pressure drop in inches of water and mass air flow in pounds per minute I’ll

10:16 start with showing you test results at 15 in of pressure drop 15 in of water here’s the stock test and and the first thing I notice we’re clear out to 35 in of of water pressure drop but we’re clear off the edge of this before it achieves the 50 lbs per minute of flow

10:38 not good it’s flowing at 15 in right at 35 lb per minute next we go to the shiby Now understand we’re putting the shibby on the stock heater plate all of the test results are with heated cold start capability including ours but these elbows are not sold with a Billet plate so the shibby actually

11:05 due to that misalignment with the heater grid reduces Flow by 3 lb per minute and there we have AF their flow is 36.5 lb per minute or 5.3% gain Banks monster Rim remember it has its own integral heater we’re at 60.9 lb per minute we’re gaining 26.2 lb per minute air flow at 15 in

11:35 76% increase in flow so let’s bump it up to 20 in of water pressure drop and see how they do stock goes from 34.7 to 38.6 shibi goes from 31.7 to 36.5 AF 41.8 and the monster RAM 72.7 for an 88.3% gain over stock you think we did our homework a lot of guys will go well

12:07 Banks you’re cheating you you’ve got this Billet plate so you’re hurting the other guys I’ll admit this will hurt anything so we retested everybody with the Billet plate now mind you there’s no heater anymore there there’s no cold St air heater anymore except in ours so let’s look at

12:32 it stock at 15 in 35.1 PBS per minute that’s a bit of a gain for the stalker the shiy 39.5 lbs this is further confirmation if you remove the heater it actually has an improvement over stock and then AF with the plate 44.4 pounds per minute and Banks 60.9 lbs per minute so plate did help them no

13:01 question about it so then how about 20 shiby 12% AF 26% Banks 75% I think we’re kicking some ass here when we did the monster ram design we wanted to diffuse the air turn it 120° and put it into the manifold uniformly pressure and velocity so how does this thing flow with just the

13:27 throttle body let’s have a look so here’s the throttle body whoa 59 lbs per minute 42% improvement over the stock so what this says is the monster ram is better than nothing at all it improves the exit conditions from the throttle body into the engine we’re diffusing

13:54 we’re turning we did our homework we did our work on vehicle and by God we improve it but I got curious can I kick my own ass how would you do that so we created a perfect air diffuser put onto the exit from the throttle body this goes straight to ambient air this goes through 120 degrees of

14:27 Bend into ambient air how’ we do there you got it throttle body only with this air diffuser we still prevailed and guys this gets even sweeter if you’re running a tune we flowed all the way to 90 lb math Running the stock included is like choking off what you really need for performance it

14:54 loads up the turbine on the turbocharger increases the back pressure on the Pistons as they come up on the exhaust stroke what happens with this less exhaust energy less fuel has to be burned to make the same horsepower fuel economy and if you’re going for more power you’ll make more

15:15 power at the same Fuel and one more thing there’s a throttle response ad Advantage a time to boost Advantage because the turbo shaft speed at any power level is now low so when you punch it you don’t come up to this High shaft speed anymore you come up to a lower shaft speed so the

15:36 time to get from when you pedal it to the Boost required and I’m talking about math boost is shorter guys are all always commenting hey it pedal better well there’s why our goal was to improve power and efficiency and I have to say we knocked it out of the park but what

15:59 we didn’t realize is that by removing the grid heater we were also removing a point of failure and when I say failure I mean total engine failure this right here might have cost you a $30,000 engine where it came through this intake valve here all because of the intake heater so here’s

16:25 the grid heater bolt as you can see it’s starting to turn side ways what’s holding the post in so that bolt um we did not find the whole Bolt um some of it was was mashed into the Piston um the other pieces actually went into the turbo and we took a bore scope and looked in there and it actually it

16:50 tore up the turbine wheel on the turbo as well so now we have the cylinder head off of this this Ram that’s where the heater grid bolt went down the intake runner and in through the valve that’s the bolt head right in the corner of the Piston right there you can see it you

17:06 can see it in the picture and it’s come it’s scuffed up the side of the cylinder wall a little bit I was thinking about buying that monster ramp part for like the last year and a half not just for the bolt but because the intake flow it’s it’s greater than stock and you

17:20 know I wish I would have done it in the end because of this bolt and this nut I mean it’s it’s done it’s yeah it’s going to be very expensive so we’ve shown you how to save your coming engine from catastrophic failure by installing our monster ram and we’ve increased the air

17:35 mass pump by the cylinders even though the head is still flowing exactly the same CFM I guess the head isn’t the limiting factor after all fact checked I think I need to take a few days off of Facebook