Monster-Ram Turbo Inlet Elbow 17-25 Chevy/GMC 2500/3500 6.6L Duramax L5P Raw - Banks Power - 42792-N

The Banks Monster-Ram Turbo Inlet for the 2017-2024 Duramax L5P is the only intake elbow that outperforms stock without the destructive effects of turbo surge. More than a year in development, the Monster-Ram increases air density to the compressor. This results in slower turbo shaft speed and a reduction in time to boost. With slower shaft speeds, throttle response is improved, and turbo life is increased.
Duramax L5P Turbo Inlet with Anti-Surge. Red Powder Coat
Fitment Note
Works with Banks Ram-Air and stock intake systems.
Key Features
Improved throttle response
Reduced turbo shaft speed
Increased turbo life (thanks to reduced shaft speed)
11% lower turbo driver pressure
23%  greater Gulp Capacity™ (volume)
17%  larger turbo inlet size
18.67%  less restriction vs stock
Outflows stock by  11.9%
Retains PCV geometry
Cast aluminum
Banks red powder coat
Or Natural aluminum for custom coating
CARB-EO in process
 
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 avalible 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 in to exacting 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.
Turbo Surge Explained
–President and Chief Engineer Gale Banks explains surge.
Turbo compressor surge is mild to violent air instability that occurs in a turbo compressor when asking for high boost at low Mass Air Flow (MAF). Under these conditions, the compressor wheel loses its grip or ability to compress this low air mass to the pressure requested by the engine calibration. Suddenly, the pressure in the boost tube leaving the compressor wheel is higher than the air exiting the compressor wheel. The flow reverses through the wheel and into the intake air system! This results in moderate to huge swings in boost pressure and causes flow rate fluctuations where the direction of airflow through the compressor changes from forward to reverse.
Mild compressor surge can be almost silent but its effects can be measured with proper instrumentation. Even in mild form, surge causes hotter than normal boost air as the flow reversal causes the boost air to pass through the compressor repeatedly before reaching the engine. Surge also overheats the compressor wheel, shock loads the turbo thrust bearing, and requires more exhaust pressure to drive the turbine. This reduces throttle response, kills your turbo life, performance, and fuel economy.
Compressor “deep surge” is audible and more violent. When this happens, the amplitude of boost pressure and MAF fluctuations increase dramatically as does the boost air temperature. Hot reverse flow boost air blows back into the intake pipe every time you hear a pulse or whoosh. Then the air goes back through the compressor, heating it even more! Running your turbo in deep surge can destroy the compressor wheel and beat the thrust bearing to death. Deep surge dramatically diminishes performance, fuel economy, and can kill your turbo and engine. And, you can’t remove surge by “tuning it out” without further diminishing your engine’s performance.
To prevent surge, various surge control system are employed to reduce the impact of the damaging reverse flow pulse and reduce the noise. On the Duramax L5P a slot in the compressor inlet bore feeds the pulses into an annular volume shaped somewhat like a donut. Altering or removing this geometry defeats the anti-surge system entirely, amplifying the damage.
Here the pulse is diffused and the temperature and pressure spike is reduced. The boost air then makes a U-turn and re-enters the intake air throug…