When you hear the words “Gale Banks” many people automatically think “diesel” and here’s why: No one else in the automotive aftermarket industry has been more successful at enhancing the performance and reliability of diesel engines than the man who puts the Gale Banks in Gale Banks Engineering. The latest engines to get the Banks treatment are the 630T, the 866T, and the 6.5L HMMWV. Keep reading to find out not just the technical details on these engines, but what makes them so significant to their end users.

The 630T is a high-performance and lightweight V6 turbo diesel engine displacing 3.0L and is available with ratings up to 268 hp @ 4000 rpm. The engine features a chain driven dual overhead cam valvetrain, aluminum cylinder heads, compact graphite (CGI) block and bedplate, and a variable geometry turbocharger. It is controlled by the AutoMind® EDC featuring J1939 CAN communications, gear-based torque management, ODB-II style diagnostics, and many active protection features. A variable speed governor is available for applications requiring active engine speed management.

click for spec sheet on the Banks 630T	click for magazine article on the Banks 630T	click for magazine article on the Banks 630T

The 866T is a high-performance V8 turbo diesel engine displacing 6.6L and is available with ratings from 400 hp @ 3000 rpm to 575 hp @ 3800 rpm. It is common rail equipped and controlled by the AutoMind® EDC featuring J1939 CAN communications, gear-based torque management, ODB-II style diagnostics, and many active protection features. A variable speed governor is available for applications requiring active engine speed management.

click for spec sheet on the Banks 866T	click for magazine article on the Banks 866T

The Sidewinder turbo system is a replacement solution for 6.5L Turbo-equipped HMMWVs that offers both significantly increased power, high altitude capability and improved fuel efficiency. The system includes a replacement turbocharger with integrated wastegate for improved boost control, a charge air cooler to reduce charge air temperature and improve intake manifold density, replacement fuel pump and injectors that are matched to the air delivery of the new turbocharger, a replacement intake manifold for improved air distribution and reduced restriction, a Monster® exhaust system with 3″ downpipe and an integrated turbine-mount exhaust brake for improved vehicle braking performance.

click for spec sheet on the Banks 6.5L HMWWV	click for magazine article on the Banks 6.5L HMWWV

For more information call 1-888-284-4974

My latest stint with Bosch was last week at the AFVi Conference and Expo in Las Vegas. I was on hand to assist Bosch with their booth as a “technical representative of diesel technology”. Not a bad title of sorts, but in reality what it meant was that they’d point to me and say “I dunno… ask him”. So I was the answer guy, which is ok because I’ve gotten use to that role over the years making it a point to know something about everything in the business that I’m in. And the questions… WOW… they would range from all kinds of things that really tested my smarts, and my patience. Through it all there quickly became a common theme: Why aren’t diesels more accepted here in America?

The answer to the question is not too easily explained. It has very deep roots in the American culture that aren’t easily swayed, even though things are totally different with diesel technology now. You have your old memories of the Oldsmobile diesels, some other GM offerings and the negative legacy of diesel running around on the streets today. Each and all were smoky, noisy, smelly, dirty, and extremely slow. Even if someone has fond memories of a diesel vehicle they or a relative owned decades ago those same people will tell you how it bad the vehicle was. Let’s not forget school buses, trash trucks and most big rigs on the road today that all have those negatives emitting from them on a daily basis. I’m a diesel lover for multiple reasons, but if I get stuck behind an older one I’m ready to throw everything I know all away. But as you might know diesel has really grown up… matured if you will. It’s my job (well, one of the many) to communicate that with the public. So, I preach the gospel of today’s clean diesel. Even though I talk a mighty game most times it takes putting the doubting Thomas’ butt in the seat and letting them drive one for themselves. That’s what part of this event was for. That’s part of the magic of this expo… the ride and drive!

I had attended this same event and worked with Bosch back in ’08, and compared to this one Bosch was a little handicapped in the demo vehicle department. Back a couple of years ago Bosch was armed with a fantastic fleet of diesel demonstration cars and SUVs the likes not seen here in the States by us Yanks for ride and drives like this event’s. Switch to today and the pickings are a little slim, and a lot less exotic due to other directions taken by the company. Seeing what the field was going to be like I worked with my friends over at Volkswagen of America to fatten the fleet up. They responded well, so well that I had to tell them to keep a couple of cars because I was running out of space. Right now VW has clean diesel powered vehicles that are affordable, very thrifty and incredibly fun to drive. Their new crop of diesels showcases both VW’s and Bosch’s technology… all at a starting price that most folks can afford. When all was said and done we had a V-6 Touarge SUV, a TDI Golf, and a Jetta Cup TDI.

Speaking of fun to drive, I drove to Vegas in the Sidewinder Jetta which joined its VW brethren and saw action at the ride and drive event as well. Not only is the car a blast to drive, but the MPG was stealer! I filled up the day before, drove all the way to Vegas at a constant speed of 73-74 MPH and only used around a ¼ of a tank of fuel to get there. And get this: according to the Jetta’s info center I was getting 45.5 miles per gallon. 45 ½ MPG! What other car in this class can do that? And remember… the Sidewinder Jetta is all tricked out with a sick suspension, big wheels and low-profile Toyo Tires, a prototype air intake, an exhaust system, a Banks iQ, and a prototype performance tuner. The Sidewinder Jetta is the kind of car that isn’t an appliance, one that you can feel good about driving for various reasons.  There’s no apologies needed, and never any guilt.

So what was the reaction the people had when driving these cars? Utter amazement and surprise. One fellow was hooting and hollering as he slammed on the accelerator of the Sidewinder and slid around the parking lot. He told me that he would have never thought, never even considered driving the diesel Jetta… but was sadly mistaken about his preconceived notions. His exact parting words “I have an Acura that I love… and this thing can totally kick its ass! I’m getting me one of these!” Wow, that’s a pretty powerful statement. Although not everyone had the “Acura” comparison to make they all were very impressed, and confused I might add. Confused because they never knew until that moment behind the wheel that diesel was a new beast, and one that they’d gladly sign up for. They seemed conflicted because all their beliefs were… altered. Diesel was clean, quiet, powerful, fun and affordable. It was kind of like I introduced them to Santa Clause after so many years of knowing in their hearts that he didn’t really exist.

So did we get the message across? Yeah, but that was to a handful of people and there’s so many more with the same view. We’ll get ‘em.

Check out the following links for more info on the AFVi and Bosch:

AFVi Gears Up For Alternative Fuels and Vehicles Expo

AFVI 2010: Bosch is here to help diesels, everything else

Clean Diesels Gaining Consumer Acceptance as ‘Engine of Choice’

Check out VW’s line of diesel machines:
The Jetta TDI »
The Golf TDI »
The Touareg TDI »

Other VW links:  Dare to learn the fascinating truth about TDi clean diesel vehicles and news items »

2011 Ford 6.7 liter “Scorpion” Power Stroke:
We just got one of the new Ford beasts in here at Banks and the thing is awesome, eerily quiet and pretty powerful. It’s a major improvement over the 6.4 liter that’s now on its way out, and everyone we’ve talked to at Ford has high hopes for the engine. There’s a lot riding on this new masterpiece that’s been designed and built by Ford as the problems with the last two iterations were plagued with those nasty engine gremlins of legend. From what we’ve seen… and we’ve seen a lot… this is a winner and puts Ford officially back in the game.

About 4 minutes after the truck was parked in the shop it was swarmed by engineers from the Electronics , Mechanical and CAD groups. Each department began carefully examining and removing parts. Be on the lookout for some of the fruit of their labor really soon.  I had wanted to show you photos of the thing being worked on, but really…  you couldn’t even see the truck for goodness sakes with all the guys swarming around it. So instead I’m going to show you a photo of a cool mug I got from my pals at Ford and BOSCH who worked on the project. The other little thing in the picture is a temporary tattoo (flipped around in Photoshop for better viewing). At least it’s related.

Automotive Balancing Service merges with Engineering:
Since 1953 ABS has stood for something other than Anti-Lock Braking System to hot rodders. ABS has balanced some of the fastest, most high-performance engines the world has even seen. From the first engines Gale worked on to monstrously powerful diesels motorsports engines we make today all of have been balanced by ABS. A few years ago we acquired ABS and brought it into the fold as a subsidiary of Gale Banks Engineering (check out the ABS website).

For some time we’ve kept the business in a separate building, but we’re doing something really neat. We’re moving the entire thing and merging it with our Engineering department, the portion that handles our race vehicles and prototype engines to be more exact. It’s not being gobbled up, on the contrary it will be conducting itself as usual. It just makes more sense to have everything needed to build a performance engine, diesel or gas, in one spot. Streamlines things, if you will. An added bonus is that there are going to be more performance parts to our arsenal than just the usual. Heck… we’ve already done our homework, why not make it available.

But I’m getting ahead of myself, and that’s another story for another time.

So what’s on tap you ask? Well, diesel technology is always advancing… and so do our tuner products. What can we do to get the most out of today’s diesel without harming the emissions or the vehicle? Diesel injection systems now are much smarter than they were just last year. You can’t just hose a stream of fuel into a combustion chamber anymore to get a kick in the pants because the sensors and ECU will put a stop to it immediately. I’m sure you can go “bandit” and start pulling parts, but that ends up messing everything up including your engine. A recent example of how to do it right is our Sidewinder Jetta project, which just keeps getting better.

See, when the Robert Bosch Corporation came to Banks and asked if we could inject some excitement into the rather (and I say this with respect) pedestrian Volkswagen Jetta TDi, the answer was “heck yeah.” It wasn’t all about adapting our tried and true tuner technology that was developed in-house, it was how do we take this great car and make it a kick to drive. Since this was a new Piezo injection system the task was a bit harder to get performance. Because all of the know how is under our roof we were able to take on the task and produce a unit capable of giving you a stupid grin and scaring your passengers at will. Then we merged our prototype tuner with the new Banks iQ, developed a custom cold air intake and exhaust system, and finished it all off with a special wheel and suspension package. Powerful, grippy, economical and fun are not words usually used to describe the same car… but it’s a recipe we have used here for decades. It was quickly inducted into the Bosch demonstration fleet where it became a favorite of journalists and automotive engineers alike. We even keep a version of the Sidewinder Jetta in our own fleet where it serves as a test bed for even more upcoming diesel technology and electronic systems.

There’s also the continued development of new environments and abilities for the Banks iQ. I can’t begin to tell you all the cool stuff we’ve been working on for that… at least not in this entry. It’s a product that has almost endless possibilities. Almost like a sketchbook that has blank pages to draw on right after your last masterpiece. It’s a great feeling to be so involved in what has become the fastest selling product in the company’s history.

Let’s see… what else? Oh yeah, there’s marine engines, turbo stuff, military projects, new electronic products, continued racing development, crate engines, projects with OEs… whew! I wasn’t fibbing when I said there’s a lot going on, and I’ll do my best to let you all in on it in future entries. Stay tuned.

This past Thursday night, the combined efforts of  the NHRA Museum staff, the Thompson family, and Gale Banks Engineering … A lot of people got their first chance to exhale in almost twenty-two years.

I’m one of them.

Working for Mickey and Trudy was a true adventure.  Filling up large indoor and outdoor venues with thousands upon thousands of people there to enjoy a couple of hours of off-road racing action on what Mickey called “A Chunk of the Baja” was fun and work.

Like many young enthusiasts I had followed Mickey’s career for decades and the chance to work for him was something very special.  My deal was pulling him aside, getting him to tell me some of the stories behind the cars, and engines, and staggering piles of parts in the multi-car garage/warehouse on the lower level of his property where our offices were located.  There was genius lurking in every corner; raw innovation stacked up like cordwood, hand-built shocks, engines drawn, quartered and compressed-air “charged”, front drive and rear steer chassis’s (some of which were singed and melted in the great Bradbury/Fish Canyon blaze in the early eighties).

And there was the Challenger … the magnificent 4-motored machine that sat so regally in the NHRA Museum’s entrance hall on Thursday evening.  The same machine that sat in a trailer out behind our offices and where the stray/feral cats that kept the vermin at bay in the canyon birthed more than one litter while we were working there.

When we rolled the Challenger out of its clamshell trailer for the first time in 20-some years, I noticed a weathered hole in the plywood floor of the trailer, it looked like battery acid had leaked and eaten a hole in the two inch thick floor.  I mentioned my observation to Mick, and, even as I was saying the words, “…Look like the battery must have split Mickey.”  I caught myself and remembered that this beast had no need of on-board batteries, each engine having its own magneto to spin up the spark power needed for 400 mile-per-hour forays into the record books.

The fire that had consumed so many homes, killed livestock, and scorched the hills of Bradbury had caught the Challenger’s wooden floor afire, but gone out … Somehow it wasn’t the Challenger’s day.

A few years later, when tragedy struck so violently on the upper driveway of that home we were all marked with an indelible scar.  Our inside staff joke, “Trudy told me to tell you that Mickey said …” rang hollow. The funeral was a sad armed camp, with no relief no solace.

So, on Thursday night, and after 20 years of reliving that day and the horrible heartbreak that followed, as we said, some of us finally got to exhale and remember what Mickey Thompson meant to motorsports. And (maybe a bit more privately) a bit of what Trudy Thompson meant to Mick and to us.

It was a good night. Those folks and institutions mentioned in the first paragraph are to be warmly thanked for making it so.  Gale Banks himself said it best, the effort was: “Long overdue.” Right.

Now everybody get back to work and, as Mick always closed any staff occasion by saying: “STAND ON THE GAS!”
-Doug Stokes 02.12.10

Banks Power will be represented this year with a red and black mini-racer which will carry the signature of company President and founder Gale Banks.

Banks is one of well over one hundred legendary personalities from the automotive world who have personalized Pinewood Derby cars built by kids in the Childhelp and Victory Junction Gang Camp programs especially for this event. The race was established in 2008 to raise money for the two charities. Childhelp is an organization that assists abused and neglected children, and Victory Junction Gang Camp provides life-changing camping experiences to disabled and chronically ill children.

All of the Pinewood cars will be on display at the Pasadena Civic on race day August 1 and, starting at 10am, each will take its turn on the 50-foot-long downhill dragstrip. Later that afternoon all of the uniquely-autographed Pinewood cars will be auctioned off to the public. Last year’s auction took in $40,000 for the two charities, and with the list of automotive legends who have (personally!) added their names this year, anticipation is sky high on the fans bettering that number.

The day-long series of drag races is one of the main attractions of Specialty Equipment Market Association’s inaugural “Show’N’Shine” event at the newly-refurbished Pasadena Civic Auditorium in Old Town Pasadena. An indoor car show, this brand new event will feature Classics, Hot Rods, Muscle, Rat Rods, and all manner of special interest cars and trucks in a elegant car show setting. Noted car designer Chip Foose will serve as the show’s Grand Marshall.

Unlike the annual SEMA Show in Las Vegas, this exhibition is open to the public and costs only $5.00 to attend (kids under 12 are free) with all proceeds going to benefit the above two children’s charities. The day-long (9am -3pm) event will be followed by the annual SEMA Installation Banquet & Gala Fundraiser, where the 2009 SEMA Hall of Fame inductees will be announced.

Gravity-powered Pinewood Derby cars have been around since 1953 when the first races were staged by a Los Angeles Scoutmaster who thought the idea up as an inexpensive alternative to building a full-scale Soap Box Derby entry. The idea caught on, and literally millions of such 5-ounce wooden racers have been carved, colorfully-painted, and enthusiastically raced all over the world

In an entry confirmation letter to Banks Power, event organizer Eric Saltrick, of SEMA member company Steele Rubber of Denver, North Carolina said: “For me, the ‘Legends’ that we have gotten involved, like Mister Banks, has made this a very amazing project to be involved with … these are my heroes: Shelby, Banks, Petty, Andretti, Garlits, Prudhomme, Bernstein, Guthrie, Muldowney …”.

We can only add a big “THANK YOU Eric!” (and all the other SEMA members who have worked so hard on this one). See you in Pasadena!

THE STARTING LINEUP
2009 SEMA PINEWOOD GRAND PRIX FOR CHARITY

THE FOLLOWING AUTOMOTIVE ICONS, DRIVERS, CELEBRITIES, ACTIVE RACING DRIVERS, SEMA MEMBERS AND FRIENDS OF SEMA HAVE ALL PERSONALLY AUTOGRAPHED KID-BUILT PINEWOOD DERBY CARS THAT WILL RACE ON SATURDAY, AUGUST 1 IN PASADENA AND THEN GO UP ON THE AUCTION BLOCK THAT AFTERNOON TO THE PUBLIC TO BENEFIT THE CHILDHELP AND VICTORY JUNCTION GANG CAMP CHILDREN’S CHARITIES.

There are just at 150 individual circuits, channeling all manner of information, commands, and critical data around in this sleek machine.  Every single one of them must be run through a battery of tests, not only to check the connection (can you say “continuity”?), but to check correctness of the thousand of lines of computer code that they’re transmitting every second.

Weeks of work, long hours, weekends, and late nights have all culminated in this final flurry of arms and elbows all working together, and in very close quarters (this is a long old machine, but 90% of the operating stuff (engine, clutch, gearbox, rear end).  Small details (but every one critical to the operation) are dealt with one at a time, in haste, but with no sense of panic.

These guys, including the driver, are all pros.  There’s no horse-play, no banter, every sentence is about the task with most being incomplete … no modifiers needed the words are all code, all shorthand … “7/16ths … shorty phillips … tie wrap gun.”  There’s not even need (nor time) for the niceties like “Please” and “Thank you” here, that’s understood.

At about 11 (that’s PM not AM) the machine finally is tied down (and ballooned up*) and in the trailer.  The test track is “only” four hours away so the drive is scheduled for right then.  Head for the motel, check-in try to get some sleep and out to the track at … SEVEN in the morning?  …But that’s racing.

Today, while the team tests in an undisclosed location, the place where the dragster always resides in the shop has been morphed into a photo studio were hundreds of new Banks products have been having their pictures taken by a set of pros who painstakingly place every piece of equipment on the white backdrop (getting 12 tie-wraps arrayed just right is almost an art form) and proceed to give intakes, exhausts, and tuners the star treatment.

Test information feeds back to the shop slowly.  Everyone here is interested, everyone there is busy with the task at hand, that of operating a completely new, untested, untried racing vehicle that (on paper) is capable of accelerating from zero to 200+ miles per hour in seven or less seconds.  Quiet phones can mean one of two things:  the tests are going along so well that there’s no time to “phone home” (and let the troops know what’s going on) or the tests have yet to yield the desired results and that the team is real busy chasing the answers and … You know the rest.

*there are two round, black airbags that slip under the Sidewinder’s long, lithe chassis that are inflated to push up on frame sort of like a gigantic arch support and keep it from “working” (bouncing up and down) on its journey to and from the racetrack.  The idea is to only “use” all the flex in the frame when the car is racing, rather than when its just riding around in the transporter.  Think about (don’t do it, its illegal) a person riding in a car that has no passenger seat.   They’d be hanging on, fighting the forces of turning, stopping, and accelerating all the time, and just plain worn out after only a few miles like that.  Race cars work in a very violent world, but for very short periods of time.  We treat them like babies the rest of the time.

READ MORE ABOUT THE BANKS SIDEWINDER TOP DIESEL DRAGSTER

Last time I left you with the first firing of the Banks Top Diesel Dragster engine. The guys weren’t just starting this thing up just to hear it purr. The dragster will run soon; very soon. In fact, you’re going to get two Banks machines for the price of one. You heard that right. Not only is the new Top Diesel Dragster poised to shatter any existing records out there, but the Banks Sidewinder S-10 (the quickest and fastest diesel powered racing pickup truck) will run at the same event!

The event is happening Saturday, May 9 at TS Performance Outlaw Drags in Bowling Green, KY. You can read the press release here.

The beast hath reared its ugly head. Okay, it’s not so ugly. It is quite a beautiful sight. But that sound! I wanted to savor it, like a good cigar, or my favorite flavor of ice cream. The sound permeated every inch of the race shop.

But I wasn’t even in the race shop when it started. I was sitting at a desk when I heard the dragster fire up. I almost tripped running down the hallway so I could see it up close. I had been salivating ever since I got the word that the guys were going to start it up. And the sound was like music to my ears! Forget the ear plugs. But don’t just take my word for it. Watch the video.

I can’t wait to see this thing run!

April 2009, After a strong reception at its spectacular unveiling at the SEMA Show last November, the new Banks Sidewinder Top Diesel Dragster had to wait its turn in line while the Banks S-10 Sidewinder Pickup* went out to the starting line a few last times to finish up its development work with the powerful GMC Duramax engine that will also power the Dragster.

Now, with an early May date set for the machine’s national debut and the clock ticking, much of the “detail” work is being done in earnest including mostly unseen (but critical) things like wiring, cooling system plumbing, oil lines instrumentation (more on that later), engine controls, switchware, dials, gauges, and all the “inside stuff” that must do its job first time, every time, and that”s generally never seen but for during a total strip-down.

Sweating the small stuff has always been the hallmark of any Banks racing project.  Where Banks chooses to do its research and development there are few (if any) proprietary parts available even from specific racing equipment supply houses.  Of course that’s were Banks has a built-in advantage.  Being able to exactly assess what’s needed, design the part, make a mock-up for fitting (although that step is not always needed), and then make the part right on site, in house. There’s really not much waiting on the UPS delivery truck (unless it’s bringing raw materials) at the Banks Advanced Concepts Engineering department.

From complex bracketry to an oil reservoir tank for the multi-stage dry sump system that had to fit in a place where no commercial offering would, to a custom billet aluminum oil pan that sees triple duty as the oil collector, a windage tray, and an engine girdle to further strengthen and stabilize the already strong and stable bottom end of the 6.6L.

There are examples of specialized pieces like the above in every inch of this machine’s 272-inch wheelbase and beyond, and some of them are so subtle and so perfectly integrated that even a seasoned veteran of the racing wars might ask,  “Hey that ___________ is very cool, where did you buy it?”  The simple answer is… we needed it, we made it.

Of course all this designing, prototyping, building, and testing “under fire” is not done simply for fun, nor to win shiny trophies.  Every step, every nut, every bolt, every weld, every pass down the drag strip (racing record or not), is another test of Banks Engineering, the people, the process, and the end product of that interaction.

Cold facts, hard numbers, hot tires, and timing clocks that won’t lie are the tools of the trade and the hard-fought gains end up being real time technical advantages and a seasoned band of smart people who live for the tough challenges they get as everyday fare at Banks. That’s just the way that it’s been for as long as Banks has been in business.

This particular machine, which takes every criterion up multiple notches, will put the Banks bunch under ever-growing pressure.  At this level carving a few tenths of a second off of an elapsed time or going through the speed traps a few more miles per hour faster than the last time gets exponential.  In this part of the biz nice drawings of cool looking cars and crazy horsepower claims just don’t cut it.

Real world challenges require real world experience, and high speed drag competition with its emphasis on provides exactly kind the of “stress test” that  Banks looks for, and always seems to find.

We said that we’d get back to instrumentation, so here we are:  Just about every modern racing machine is very well “instrumented” these days.  Today’s drivers, even the drag racers who are only on the racecourse and racing for 6 seconds, need to know what’s happening under their foot at all times.  But engineers, they need to know more… A lot more.

And so, every Banks competition machine is always double-triple wired to capture over 60 distinct channels of data, including what the chassis and tires are doing when something to the North of 1,200 horsepower and a like amount of torque is applied to the surface of your everyday drag strip.  “In fact,” said one of the engineers working on the project,  “We’re monitoring and collecting many more channels of information than we do when we test the engine on the stand.  This race machine is effectively a rolling dyno.”

Banks is very proud of its competition record and how all that hard work that’s done translates into top-rated consumer products as well as advancing the depth of its highly-specialized knowledge base on the subject of advanced engine dynamics.

*On Saturday March 7, 2009 the dark red pickup truck with a brand new Sidewinder snake supergraphic on the side charged into the record books once again with a  7.77-second run setting a new NHRDA record and topping the 180 mile per hour barrier for the first time.  The record was set at the NHRDA Desert Diesel Nationals at the Speedworld Dragstrip in Wittman, Arizona in front of a packed house of some very serious diesel drag racing fans.