We've all run across performance products that are claimed to make tremendous power gainssometimes too tremendous to believe. However, you can believe what you hear in the case of the diesel PowerPack kits from Gale Banks Engineering, specifically the kits for the Dodge Cummins turbodiesel engines. A true 114 percent increase in horsepower and 81 percent more torque are possible with simple-to-install bolt-on parts.
We couldn't resist the prospect of waking the sleeping giant under the hood of a 1997 Dodge turbodiesel, so we followed the installation of a complete PowerPack system at Gale Banks Engineering. At the end, we did a dyno-test thrash to see if we could duplicate the numbers.
As it turns out, the PowerPack system didn't just wake the sleeping giant, it made him downright mad. We suspected the Cummins turbodiesel engine was a good candidate to make serious horsepower (a version of the engine found in Dodge trucks is used to propel some 18-wheelers), and even though our test truck didn't exactly duplicate the Banks claims for reasons we'll explain later in this article, the power a few basic bolt-on parts yielded is impressive. Beyond the power gains, the quality and fit of the components are among the best we've seen, and the detailed instructions were written with the do-it-yourselfer in mind. Find out what it takes to install a Banks PowerPack kit in the photos and captions, and then check out the acceleration and dyno-test results.
The Banks PowerPack system consists of an air filter, an intake manifold, a revised turbo
One of the key components to the PowerPack system is the Twin Ram intake manifold. Instead
The first step of the installation involves removing the original muffler and tailpipe ass
Disconnect the intake and exhaust plumbing from the turbo housing, then carefully loosen t
There is not much visible difference between the Banks Quick Turbo housing (left) and the
Before reinstalling the turbo housing, drill and tap a hole in the rear outlet of the exha
Remove the intake-manifold cover and the inlet port (or upper intake). Start loosening the
The amount of fuel that flows to the engine is controlled by a fuel-calibration cam locate
Don't touch the fuel-calibration plate yet! Scribe two lines across the pump body to mark
With the injector-pump work done, move on to the rest of the intake swap. Remove the lower
Instead of glow plugs in each cylinder, the Cummins engine uses two stacked heating elemen
Install the heater housings on the lower intake followed by the upper intake, using the su
Since the heating elements are now in a different location, it's necessary to separate the
Now that the major work is out of the way, assemble the gauge cluster and place it on the
Reinstall any of the remaining parts and hoses that were taken out during the installation
The truck we used for this article is a 1997 3/4-ton Club Cab 4x4 with an automatic and 17,584 miles on the clock at the time of the modifications. It was chassis dyno-tested at Banks' facility before and after the installation, and we performed 0-60 acceleration tests and 40-60 passing acceleration tests with the truck both unloaded and pulling a 7,248-pound trailer. Mileage was also scrutinized before and after to see what the gains or losses would be.
Dyno Test Results - 1997 Ram2500 Cummins
|417 lbs./ft. |
|623 lbs./ft. |
|427 lbs./ft. ||641 lbs./ft. |
|422 lbs./ft. ||655 lbs./ft. |
|414 lbs./ft. ||657 lbs./ft. |
|409 lbs./ft. ||656 lbs./ft. |
|406 lbs./ft. ||661 lbs./ft. |
|403 lbs./ft. ||651 lbs./ft. |
|389 lbs./ft. ||623 lbs./ft. |
|389 lbs./ft. ||598 lbs./ft. |
|397 lbs./ft. ||572 lbs./ft. |
|388 lbs./ft. ||548 lbs./ft. |
|374 lbs./ft. ||510 lbs./ft. |
The results were impressive. Although our findings (251 hp at 2,200 rpm and 661 lb-ft of torque at 1,900 rpm) were somewhat less than what Banks has found on other trucks it has tested (264 hp at 2,600 rpm and 697 lb-ft of torque at 1,900), we were astonished with how big a difference the PowerPack makes. Gale Banks pointed out that the discrepancy between the power numbers is because the truck we chose for testing is a California model equipped with an EGR valve. When you consider our numbers, remember that we're talking rear-wheel horsepower, which takes into account the power losses in the rest of the drivetrain, and the findings still show significant power gains.
Another surprise was the change in mileage. Typically a major performance modification will hurt gas mileage, but that was not the case with the PowerPack. With the truck both unloaded and loaded, it increased almost 2 mpg. And as though all this other stuff weren't enough, the PowerPack knocked between 2 and 5 seconds off every acceleration test. The one factor that wasn't reflected in the testing was the drastic driveability changes. Before the mods, the owner noted that it took time for the turbo to spool up and that passing, especially when loaded, had to be planned far in advance. Now, the owner happily reports that with plenty of power on demand, the big diesel feels much closer to a gas engine, and it can pull up grades better than it ever could before.
Acceleration and Mileage
|w.Banks Power Pack |
|0-60 - unloaded |
|0-60 - loaded |
|40-60 - unloaded |
|40-60 - loaded |
|MPG - unloaded |
|MPG - loaded |