Banks Sidewinder Payoff

Today. Boost and suspension come together when Ian and Jessi build and test a Bah

Ruben off road race track plus who will survive this winner. Take all off road smash fast Xtreme 4x4 starts now.

Welcome to Xtreme 4x4 in part two of our banks sidewinder all terrain build up. Now, if you remember this 2005 Dodge cummins, Turbo diesel is not your everyday mall cruiser. This is the prototype that competed in the ball

hall 1000, took third place and then drove home. Now we started last week by installing a banks billet torque converter, a complete big hoss power system that includes a new intercooler with turbo ducting

a new high ram on the exhaust side, we put on a new exhaust manifold and underneath that buried at the bottom is a new variable geometry turbo.

And to feed that turbo is a bank's ram air box. And then we finished up with wiring the shapeshifter turbo controller and the six gun tutor and added this massive four inch dual exhaust complete system. Go ahead Ian

and with all this power, we're gonna get about 500 horse and 1000 ft pounds of torque. But this truck is nowhere near being Baha yet. We're still gonna address the suspension wheels and tires and then we got this cool little PD A that we're gonna talk about.

Now, this truck has already undergone some serious modifications in order to be called a sidewinder. All terrain

banks takes the stock fender while opening and stretches it all the way back to the door

in order to fit in that 35 inch tire. We're going to show you later.

They also have these fender flares custom made for this application. Now, you're gonna be able to order these trucks turn key from Gale Banks engineering

for the sidewinder. We're gonna be installing this croaker off road engineering suspension.

It's Baha

Proven and core specializes in Dodge systems only. Now, this is not a lift kit made just for bigger tire clearance. This is a system that performs best when driving off road fast and I'm talking over 100 miles an hour.

Now, the front end of this system are a couple of custom built fox racing shocks, an upper shock tower, two limiting straps and some dropped anti sway bar brackets and of course a couple of coils.

Now, these coral springs are conical in shape and progressive and that's going to give this truck something called droop travel. Now, the ball hall guys know all about droop travel and you've probably seen these trucks driving through the desert where the wheels actually follow the terrain when this truck hits a hole, the wheel is forced down and that is droop, travel that downward pressure on the wheel that's going to keep the wheel in contact with the terrain as it travels over it, it's going to give you more control and it's going to let you put the power where it's needed in the dirt. Not in the air

core uses nitrogen gas shocks with external reservoirs as the spring dampening in their system. Fox builds these specifically for croaker to their exact specifications. And the cool thing is is that these are motion transformer shocks, which means the faster they cycle, the tighter the shock. So when we take this truck out on some rough terrain, the shocks will quickly stop the rebounding of the spring

first slide, the shock tower reservoir through the spring tower

then discharge the nitrogen from the cylinder to compress the shock. For easy installation,

the upper shock tower into place

and secure the top shop mouth.

Next, put the strings in place,

raise the axle and secure the bottom shock mounts.

Then we assemble the front end.

Now under the truck, we're going to install these anti sway bar, drop down brackets. These little pieces of bill of aluminum are going to lower this mount to keep the anti sway bar into what's called the neutral position. And that's really going to help this truck carve through the dirt. Now to eliminate wheel kick, we're going to install this Fox racing steering stabilizer on the front. Now, all of this comes as one package from core and the whole system is called the race package.

The last thing to go on the front are these limiting straps.

We we the bottom tab to the lower axle

drill, a hole for the uppermost

core uses the existing leaf springs along with the mini pack for its suspension travel in the rear.

Now, the normal movement of the leaf spring is to flatten out during its cycle, but this overload spring stops that from happening. So we're gonna be replacing that with this mini pack and what this does is allow the spring to move through its entire arc of travel without giving up any of the towing capacity.

Remove the stock rear shock

than the U

bolts from the axle,

lower the differential out of the way

and then remove the factory overload, screen,

add the new mini packs

and then put it all back together.

As Ian likes to say, easy as pie.

We're gonna be installing the same Fox racing series socks that we installed on the front. Now these are reservoir shocks and if you don't know the difference between regular and reservoir shocks, Mr Technical will tell you what you need to know

in off roading. Extreme wheel travel and harsh suspension action are par for the course

shock absorbers, take a beating, providing resistance during spring compression and rebound.

The result is heat build up that will quickly kill a conventional oil field shock

to solve the heat durability problem caused by fast shock cycling suspension engineers develop the gas reservoir shock.

These shock absorbers have a charge of nitrogen gas in a remote reservoir that provides pressure on the oil.

This nitrogen gas charge provides extra pressure which reduces cavitation or the formation of air bubbles in the shock. Oil foaming reduces dampening or the shock's ability to provide resistance

when the shock is compressed, the shaft assembly's piston is forced through a sealed column of oil under pressure.

The rate at which the shaft and piston push through the oil under compression and rebound is controlled by the valving. The stronger the valving, the more resistance the shock has

in order to increase capacity and reduced heat build up. The shock is connected to a remote chamber by a high pressure line.

This remote reservoir provides extra gas and oil capacity without having to make the shock body itself. Larger

reservoirs commonly feature an external control or Schreder valve to allow adjustment of gas and oil pressure

bottom line. If you're serious about wheeling, you're gonna need reservoir shocks

after the break. This trophy means bragging rights for the entire year. The Fort Warner shootout when Xtreme 4x4 returns.

Welcome back to extreme. We took a break from the sidewinder project to bring you an event that we've been dying to show you. And it all starts with the trivia question, who can name the off road event that shares the same name as the trophy given to the winner of the Indy 500. Could it be the Borg Warner Cup? That's right.

For the past 10 years. Crandon Wisconsin has hosted off-road racing's most prestigious closed course race. The Board Warner Shootout.

That's the race everybody wants to win. That's a big money payout. And it has a big status. You know, there's a lot of teams that have struggled for years to try to get their name on that cup. The guys whose name is not on it, they're hungry.

You get to go out there and just see who's king of the hill that day. You know,

with four and two wheel drive trucks going for the $100,000 trophy. This is a winner. Take all slug

fest,

we hold nothing back, you know, in the points races we're always thinking about, you know, ok, I gotta, gotta make sure I finish. That's important to get the points. But in this race it doesn't matter. It's all about winning. You know, there's nothing else there run this thing for everything it's got and if it doesn't have anything left, you just get out there and start pedaling anything you can do to win that race. That's what you gotta do because everybody is fighting just as hard. And if a dog fight

as in all dogfights, there's casualties start out with 22 trucks and maybe 10 or 12 will be finished. It's really a race of survival, but you wanna finish good because it's a lot of prestige carried along with that race

running the Toyota Tundra. Johnny Greaves qualified first for the one off race and had his sights set on that cup.

We haven't got that one.

We want it bad and,

you know, it just follows you around the guy who wins. We're goner Cup is the guy, the best guy on the track. We need that title.

He was going for that title with the smallest engine in the field.

In our case, we're dealing with a little less cubic inch. You know, we're 330 cubic inches. Everybody else is up in the 460 cubic inch. So

we're definitely smaller in cubes allows us to be a little bit lighter, you know. So there's a trade off for that. His Toyota team came up with a way to make up for the engine disadvantage. It goes into a unique situation where we're running a five speed instead of an automatic

and therefore we can hear the transmission to use the power band

right where we have it

instead of using a torque converter, an automatic transmission

inside the cockpit. It's not all roses and chocolate.

The

guys with the automatics, they put it in gear, they can run most track in one gear and maybe drop it a gear and,

and I'm running five gears through the whole track. So one hand's on a shift or one hand's on a steering wheel and, uh,

if you get a chance, you can clean your vision for a minute. You know.

So

that's a little bit of a struggle. But

our plan is to get the whole shot and not worry about that end of it.

He did get the whole shot ahead of his four wheel drive brethren

then set off to catch the two wheel drive guys who got a head start.

Greaves motored his Toyota to the head of the pack

and went door to door with Scott Taylor before passing him for seconds.

Evan Evans was no match against the number 22 machine

and fell on lap five.

Johnny Greaves gassed it home to win his first board Warner shootout.

You survive the first lap. The war has just begun. You know, there's a whole another war out in front of you and, uh

man, we made it through this Toyota hung

Kman.

I would have sworn there was nothing left of it after a couple of those passes and,

you know, it was unreal. This is the best. I told you before. The man who leaves here.

Borg Warner champion is the man. So I guess for now we're the man.

He did it all with the Toyota tundra. Do you think your Toyota could handle the Borg Warner Cup? The way I drive it? I think so.

And after the show, if you check our website. We'll have the entire Crandon raceway schedule there for you to have a look at.

Got an idea for the show. Drop us a line at Xtreme 4x4 tv.com.

Welcome back to Xtreme 4x4 in the final phase of our sidewinder build from banks. We dealt with the power by adding some serious banks goodies and then put on this awesome suspension system from Croaker off road engineering. And when we're done, we have a virtual carbon copy of the same sidewinder that competed in the

Baha 1000 and then finished third in its class. Not to mention it got like 12.5

MPG for the entire race. And now all we have left is the wheels and tires.

Thanks Ian.

Ok, for wheels, we're gonna be using these 20 inch weld racing, fully polished forged aluminum wheels. Now, you know that forged aluminum is amongst the strongest wheel ever made

and banks chose these twenties for clearance issues on other models. Plus they're just really cool.

When you start looking for a serious off road tire for a large diameter wheel,

you will usually only find a few companies building them.

Toyo was certainly one of the leaders in this field and with seven plies, functional side bitter and an aggressive tread pattern. These tires love the dirt just as much as the pavement.

The stuff you don't normally get to see here at X Extreme is we're actually twerking these wheels on.

So that would be a great time to give you a couple tips

when using these click type torque wrenches.

Now, a lot of guys that just grab these things, give them a big jerk to try to get a torque R out of them.

What you want to do is you have a nice smooth pull

and that's going to ensure proper torque on that faster.

Now, when you go to put this thing away in your toolbox

to roll it back down to zero,

and that's going to ensure proper torque settings in the future.

And people tend to think that the only reason why you torque on a wheel is to make sure that it's on tight, which is one of the reasons, but you also need to make sure that there's even pressure between the wheel and the brake rotor. If that pressure is uneven, you're gonna get some sort of a brake pulsation and that's not good.

And it should go without saying that you need to retort within a few 100 miles and that's also a really good time to go in and

check all the fasteners that you installed on your last project.

All right. Now, for those of you who wanna run your computers and start sending us emails and posting messages on our message board that we didn't install gears on the truck. You're right. We didn't, unfortunately, they didn't come in on time. So we're gonna give you a little discussion about gear size and tire size over at the chalkboard

by installing a taller tire on the truck, we're affecting the vehicle's final drive ratio in both the front and the rear axle. And that means the ring and the pinion. Now, there's two ways to look at this, you can have an equivalent gear ratio or an effective gear ratio equivalent will tell you what size gear you need to put in that axle to bring that vehicle back to stock. So if we put a 37 inch tire on a truck that came with a 31 had a 4.1 gear ratio, we need to slip in a 4.9 gear set to have

that truck acting like it did before we did the modification. Now, an effective gear ratio is how the truck is going to act without new gears. If we had a 37 inch tire again, where a 31 was before again with a 4.1 gear ratio, this thing is gonna act like it's got a 3.3 set of gears in it.

Now that's a higher ratio

and that means that this thing is gonna come out of the hole slower. It's gonna work harder on the transmission and it can wear a clutch out prematurely. A good way to get a visual of that is with a couple of tires.

Now, this is a 31 inch stock tire and this is a 37 inch big tire and just to get these tires to both do one revolution, you can see that it takes a 37 more distance and a set of gears will make up for that difference. Now, make sure you look on our website after the show, we're gonna have all this gear ratio information

and all the mass stuff listed for you to check out

on your own.

Next. Want to see Ian and Jessi smash the pedal on their sidewinder. Don't go anywhere

for more information on anything you've seen today. Check us out online Xtreme 4x4, tv.com.

Welcome back to Xtreme 4x4. We got that bank sidewinder. All done. We've loaded the cheap Jeep on the trailer to head out on the trail.

We're just gonna check the oil before we go.

How about we top it off with the new mobile extended performance oils? They come in 12,500 and the fully synthetic 15,000 mile interval oils. Now, that's extreme. Toss me a quarter that day. Clean 5000. Sure.

With the jeep on the trailer and hooked to the sidewinder, we headed out to the desert

or at least the closest thing we could find that would work this truck suspension.

The dodge towed like a dream and between 45 to 65

MPH, not only did it not feel like a trailer was on the back of this thing, it would throw you back in the seat when you dropped the gas.

Remember that cool little power PD included in the big ho

bundle. We talked about to control the turbo.

This little Palm pilot has been loaded with the bank's tuner software and you can control the power level as well as 0 to 60 times quarter mile tests.

And you can monitor things like exhaust gas, temp boost level and it works as a diagnostic tool. Plus this thing still functions as a normal palm

pilot.

We got to the trails and found a big open field that offered us the ability to test this truck suspension at high speeds over uneven terrain.

The core suspension allowed the truck to tear across this field at speeds in excess of 70

MPH while still allowing us total control.

Now, you got to remember this truck is worth about 65 grand. So it would be foolish to take it out and just beat the crap out of it.

You wouldn't do that if it were yours,

but to be able to use this truck still as a daily driver and a tow rig and then have some fun with it. Ripping around is what makes this truck worth every penny.

When you drop the front end of this truck off a good obstacle. You can really see that suspension droop we talked about before and the bank's power had this truck tearing through the dirt like no other.

You know what I really like about? This sidewinder. It's got the power when it needs it, it handles when it needs it. This thing's awesome.

That's right. This thing isn't a mud

boer. It's not a hill climber and it's not a rock crawler. It's meant to go fast over serious terrain and it does that with ease my turn. Ok.