Banks Ram-Air®

The Banks Ram-Air^® intake out-flows and out-performs stock, aFe and S&B both in the lab and on the street.

A 49% gain in Mass Air Flow was achieved on the flow bench, but ideal lab tests only tell half the story.

Hauling a heavy load during our real-world drive testing, a true 40% improvement vs stock in intake air density was measured.

Reliable and consistent engine power and efficiency is the goal for our Banks Ram-Air^®.

This requires a free-flowing low restriction intake that also lowers intake temperatures.

Dense, cool, heavier air improves fuel economy and response since your turbo works less hard under load to hit factory boost targets.

For a cold air intake to improve efficiency and power, you need to reduce intake temperature and increase pressure at the turbo inlet.

A low resistance intake like S&B might look great on a flow bench, but hot under-hood temperature killed their density gains.

Conversely, if an intake or filter size is too small and restrictive, no amount of cold air will make up the difference in pressure loss.

It takes both to increase air density, which is exactly what the Banks Ram-Air^® delivers and the data doesn't lie.

Banks Big-Ass Filter is able to hold more dirt while being less restrictive with almost 40% more filter surface area than the competition and a massive obround filter outlet that is 3x larger than S&B.

That means you'll spend more time on the road driving or hauling a load, and less time kicking the dirt out of your filter on the side of it.

The Big-Ass filter sits angled down in the air box to discourage dirt and debris from getting wedged in between the pleats.

A unique integrated collar fits inside the Banks Super-Tube to smoothly transition airflow from the air box to the turbo with the lowest resistance and drag.

The Ram-Air^® system draws cool air from two key locations; the stock forward hood scoop and a down-facing inlet.

So why not utilize a 3rd passenger fender opening also like the other guys?

Once up to operating engine temp hood down and on the road, our testing revealed the side fender was a source of hot air upwards of 125 °F!

The stock intake draws air from a single location and directs it underneath the battery into the airbox.

There is another foam inlet where some minor airflow does occur facing the engine bay,  though this is more of a bypass in case the front duct gets blocked.

The stock design is the most restrictive system from testing and was used as a baseline of comparison for intake temperatures and pressure loss.

AFE draws air from only one location just like stock, it even re-uses the lower OEM battery duct.

An optional extra duct splits the airflow and reaches over the battery with a very narrow tube.

While this method draws the coolest air to the compressor, its restrictive design reduces pressure within the air box.

S&B draws air from 3 locations, the front intake scoop, battery side foam inlets, and a fender side inlet.

S&B provides a plug to close the fender side inlet; therefore, it was tested with and without.

While this method draws the coolest air to the compressor, its restrictive design reduces pressure within the air box.

While the extra openings do reduce restriction, intake temps shot up substantially, reaching between 56-75% hotter than stock both with and without the side passenger fender plug.

Given the raised air box and inlet temps, engine bay heat soak and hot air ingestion are the likely cause.

The Banks Ram-Air^® system draws air from two locations, the main front scoop as well as a bottom opening towards the front.

Tests were done to see if running an extra fender inlet would improve performance, though this caused intake temps to rise reducing MAF.

The integrated under-battery scoop with a downward-facing air inlet reduced air restriction through the system without inhaling hot air.

This cold air access with a new under-battery scoop maintained its cold temperature all the way to the compressor inlet.