At Banks Power we develop engines for uses ranging from winning wars (military) to winning races. We have done this, including the military part, since 1975. In those 40 years we have advanced our art and been on the winning team in building and powering all types of cars, trucks and boats, all over the planet.
Since 1965, we have been in the forced induction business. We’ve been in the racing engine business, all told, since August 16, 1958. And, ya know what…the past few years of Super-Turbo development have been, and continue to be, the most inventive of my life! I’ve been having a creative burst since last November. I must be driving my crew crazy…!
I’m going to share as much of this experience, and know how, as I can. If you’re into engines, multiple supercharging devices aren’t new to you. What’s is new, is how we are matching and controlling these density machines and engines by leveraging the microprocessor. The sensing, computing and control genius of the Banks electrical engineering gearheads, makes it all possible.
It starts with an engine’s power requirement right off idle. In a boat where no multi speed transmission usually exists, it’s like driving from a stand still with the transmission in overdrive, while pulling a long, long, trailer! The problem, and the opportunity to solve it, all started at Bonneville in the Sidewinder Dakota back in 2001.lI’ll tell you about that as we go along.
My dragster is my blower response and control, test bed. On the digger, our smallest blower in the test series will be a Whipple 200, next will be a 275 and then we plan a Whipple blowing into two turbos. Next we plan a 8-71 GMC twisted rotor, as well. The 8-71 would ultimately be blown by two turbochargers, reversing the order. Blower air management is a big deal on a diesel and that’s what I’m trying to perfect here. That and active boost control of the turbos at the same time.
I love my job,