On the 5.9L 12-valve, the stock intake layout feeds the front of the engine first and shortchanges the back cylinders. That uneven air distribution is why the rear of the engine—especially number six—has a reputation for running hotter. Our Banks Twin-Ram Manifold System attacks that problem with a larger, less restrictive cast manifold and a twin-inlet layout that balances boost-air distribution across all six cylinders. The cast internal shape keeps the transition smooth and wide open instead of forcing air through a tighter, more abrupt path. The result is better engine breathing, more uniform cylinder filling, and a cleaner shot of air to the back of the engine where it matters most.
The video closes with an unboxing and fitment check of a new Banks intake horn setup for a 12-valve Cummins. The timing matters because the truck has now been converted to a P-pump configuration, which allows a different intake horn arrangement than the previous VE setup. The presenter notes that this Banks Twin Ram had been on the shortlist for some time, and comments from viewers helped push the decision. Before sending the parts out for powder coating, the goal is to verify that the assembly clears the first-generation master cylinder and does not introduce any fitment problems.
The main reason for the upgrade is airflow distribution. The factory intake horn places airflow bias more toward the front of the engine, which can leave the rear cylinders comparatively starved. On these engines, cylinder number six is commonly known to run hotter than the others, so improving how air is delivered across the intake ports is more than a cosmetic change. The Twin Ram design is intended to balance airflow more evenly from front to rear, helping reduce the tendency for the back cylinders to receive less air and therefore run hotter.
Once unpacked, the Banks assembly is shown as a dual-runner intake arrangement rather than a single conventional horn. The presenter emphasizes how substantial the casting is and points out that the system is effectively "double everything" compared with the stock piece. The intake uses two large passages feeding the manifold instead of relying on the factory-style front-biased entry point. It is also completely open internally, with no grid heater required in this application. For this build, that is not a concern, and the open design is part of what makes the setup attractive for performance use.
The intake horn is then set in place on the engine to confirm how it sits with the rest of the hardware. During the mock-up, the injection lines are shown routing underneath the assembly and snaking through the available space without obvious interference. A bolt is installed temporarily so the intake can sit in place without being held by hand, making it easier to judge clearances and overall positioning. At this stage, the fit appears clean and well aligned, with the assembly sitting naturally on the engine rather than looking forced into place.
The key fitment concern is clearance to the first-generation master cylinder. After the intake is positioned, the presenter measures the available space visually and concludes that it clears by roughly half an inch to three-quarters of an inch. That is close, but acceptable, and it confirms that the Banks Twin Ram can be used in this configuration without immediate interference at the brake master cylinder. This check is important because the part is planned for powder coating, and verifying fit before finishing avoids having to rework or damage a coated part later.
With fitment confirmed, the discussion returns to what the intake should accomplish once installed. The expectation is that the Twin Ram will do a much better job of equalizing airflow to the rear cylinders, especially compared with the stock intake horn. By reducing the front-to-rear imbalance, the setup should help keep the back cylinders cooler and improve overall consistency across the engine. The presenter frames this as one of the biggest advantages of the design: not simply increasing total airflow, but distributing it more evenly where the factory arrangement tends to fall short.
A closer look inside the intake highlights another major design feature. The interior is cast as a smooth, continuous transition rather than being made from separate pipes merged together. That casting approach creates a very clean internal path with minimal abrupt changes in shape. The presenter points out how smooth the transition is all the way through the part and describes it as completely wide open. In practical terms, the emphasis is on reduced restriction and better flow quality, since there are no obvious internal steps or rough junctions that would disturb airflow on its way into the manifold.
The kit also includes a matching intercooler pipe designed to meet the intake opening. For a typical second-generation installation, that pipe appears intended to bolt directly into place. In this particular build, however, the truck uses a custom second-generation intercooler arrangement, and the existing charge pipe previously snaked underneath the intake area in a different way. Because of that, the supplied pipe will likely not be used as-is, and a custom intercooler pipe will probably need to be fabricated to suit the truck's layout. The package also includes the expected installation hardware and gaskets, rounding out the kit as a complete intake solution.
After seeing the Twin Ram installed on the engine, the presenter notes that the new part makes some of the surrounding components look comparatively plain. That raises the possibility of powder coating additional pieces to match the upgraded intake, although the current wrinkled black finish on nearby parts still has some appeal. Even so, the overall impression is that the Banks intake is both visually impressive and functionally well thought out. The fitment check suggests it will work with the truck's current P-pump setup, clear the first-generation master cylinder, and provide a smoother, less restrictive, and more evenly distributed airflow path than the factory intake horn.