| Torque: |
| rpm | Stock | PowerPack | Gain |
| 2,800 | 230 | 291 | 61 |
| 2,900 | 238 | 297 | 59 |
| 3,000 | 246 | 298 | 52 |
| 3,100 | 254 | 299 | 45 |
| 3,200 | 259 | 300 | 41 |
| 3,300 | 265 | 301 | 36 |
| 3,400 | 267 | 302 | 35 |
| 3,500 | 267 | 303 | 36 |
| 3,600 | 266 | 304 | 38 |
| 3,700 | 268 | 305 | 37 |
| 3,800 | 263 | 300 | 37 |
| 3,900 | 265 | 301 | 36 |
| 4,000 | 262 | 294 | 32 |
| 4,100 | 255 | 289 | 34 |
| 4,200 | 250 | 282 | 32 |
| 4,300 | 244 | 277 | 33 |
| 4,400 | 232 | 270 | 38 |
| 4,500 | 224 | 265 | 41 |
| 4,600 | 218 | 259 | 41 |
| 4,700 | 204 | 248 | 44 |
| 4,800 | 196 | 244 | 48 |
| 4,900 | 185 | 237 | 52 |
| 5,000 | 176 | 231 | 55 |
| Horsepower: |
| rpm | Stock | PowerPack | Gain |
| 2,800 | 123 | 155 | 33 |
| 2,900 | 131 | 164 | 33 |
| 3,000 | 141 | 170 | 30 |
| 3,100 | 150 | 176 | 27 |
| 3,200 | 158 | 183 | 25 |
| 3,300 | 167 | 189 | 23 |
| 3,400 | 173 | 196 | 23 |
| 3,500 | 178 | 202 | 24 |
| 3,600 | 182 | 208 | 26 |
| 3,700 | 189 | 215 | 26 |
| 3,800 | 190 | 217 | 27 |
| 3,900 | 197 | 224 | 27 |
| 4,000 | 200 | 224 | 24 |
| 4,100 | 199 | 226 | 27 |
| 4,200 | 200 | 226 | 26 |
| 4,300 | 200 | 227 | 27 |
| 4,400 | 194 | 226 | 32 |
| 4,500 | 192 | 227 | 35 |
| 4,600 | 191 | 227 | 36 |
| 4,700 | 183 | 222 | 39 |
| 4,800 | 179 | 223 | 44 |
| 4,900 | 173 | 221 | 49 |
| 5,000 | 168 | 220 | 52 |
Stock Specs
6.8L Triton V-10 iron-block, aluminum heads
•Bore/Stroke: 3.55 x 4.16 in
•Displacement: 415 ci, 6,802 cc
•Compression ratio: 9.0:1
•Fuel injection: Sequential multiport electronic
•Valvetrain: SOHC, 2 valves per cylinder
•Horsepower: 310 hp @ 4,250 rpm
•Torque: 425 lb-ft @ 3,250 rpm
Quick Dyno Spec Check
Horsepower, Best Gain
•Stock: 168 hp @ 5,000 rpm
Banks: 220 hp @ 5,000 rpm
Gain: +52 hp (31%)
Horsepower, Peak to Peak
•Stock: 200 hp @ 4,300 rpm
Banks: 227 hp @ 4,600 rpm
Gain: +27 hp (14%)
Torque, Best Gain
•Stock: 230 lb-ft @ 2,800 rpm
•Banks: 291 lb-ft @ 2,800 rpm
•Gain: +61 lb-ft (27%)
Torque, Peak to Peak
•Stock: 268 lb-ft @ 3,700 rpm
•Banks: 305 lb-ft @ 3,700 rpm
•Gain: +37 lb-ft (14%)
0-60 mph, Loaded
•Stock: 28.10 sec
•Banks: 25.50 sec
•Gain: -2.6 sec (9%)
 08. This shot of the tech...  08. This shot of the tech fastening a header bolt shows that for do it yourselfers, there's enough room to make it worth considering installing it yourself. You can also see the heatshielding. |
 09. Banks' headers have what...  09. Banks' headers have what the company calls the "PowerPickle" high-velocity pulse converter. It's a lobe in the center of the merge collector that helps generate low pressure in the tubes, which helps remove exhaust to increase torque. They are constructed with 0.625-inch-thick flanges welded 360 degrees on both sides for a long-lasting seal. |
 10. All the fabrication of...  10. All the fabrication of the exhaust system is OE-quality. Check out how well the headers and exhaust fit. |
 11. The Y-pipe merge area...  11. The Y-pipe merge area also shows the high quality of the bends and welding. In our opinion,the equipment is better than OE. |
 12. Installing the polished-stainless...  12. Installing the polished-stainless 4-inch tailpipe tip is the finishing touch on the exhaust installation. The Dynaflow muffler produces an exhaust sound that's authoritative, yet civilized. |
 13. Installing the Ram-Air...  13. Installing the Ram-Air intake and molded Ballistic filter housing is a basic remove-and-replace operation. |
 14. The Ford's engine management...  14. The Ford's engine management computer is under the dash on the driver side. Plugging the OttoMind module into the computer is quick and easy. |
 15. The author and Gale Banks...  15. The author and Gale Banks Engineering's performance engineer are suitably impressed with the dyno performance of the test truck, especially the loaded-acceleration dyno test. We set the dyno to simulate the maximum towing capacity of the truck. |
 16. The GBE PowerPack system...  16. The GBE PowerPack system is 50-state emissions-legal. The sticker needs to be updated to include the '04 models, however. |