Cummins pusher power

gains up to:
+94 horsepower
+214 lb-ft torque
25% quicker 0-60 mph
+12 mph hill-climb speed
Cummins pusher power
Banks PowerPack® and Stinger ® Systems
Cummins B5.9L and C8.3L Motorhomes
g a L E
B a n k s
E n g i n E E R i n g
Cummins Bs & Cs
Stinger®
B5.9s & C8.3s Cummins Bs and Cs possess diesel durability and are frugal with fuel, but the factory turbo set-up
limits the true power potential of these engines. Banks Stinger systems increase engine airflow via Banks Quick-Turbo
turbine housing assembly with BigHead wastegate actuator. Quick-Turbo calls the turbo to attention, causing it to
come “on boost”quicker — putting an end to turbo lag — and raises boost for more engine airflow. Banks OttoMind
fuel calibration plate matches the fuel curve to the improved airflow, optimizing power output and fuel economy.
Banks DynaFact boost gauge and pyrometer report the improvement in the engine room, and let you customize
driving for more power or greater fuel savings.
PowerPack®
B5.9s By adding Banks exclusive TwinRam intake manifold to the Stinger package, PowerPack systems produce even
more horsepower just where you need it, with strong acceleration right to the shiftpoint. Banks replaces the factory
intake manifold — which limits turbocharged airflow and leads to uneven power production among the Cummins six
cylinders — with Banks TwinRam dual-inlet intake manifold. Engineered to overcome the stock breathing problems,
TwinRam gives the Cummins a continual charge of cooler, denser air to raise boost and fulfill its powerful legacy. The
PowerPack enlarges the Stinger’s already solid horsepower and torque gains by an additional 25%.
Banks TwinRam Intake Manifold
™
Cummins B PowerPack Exclusive
STOCK INLET One look at the stock air inlet casting on the Cummins B engine is all it takes to realize that some serious
deficiencies exist. The diagonal orientation of the Cummins intake ports make torturous pathways for airflow. The stock air
inlet casting is an engineering compromise. Air enters the cylinder head at one point only, favoring the center of the cylinder
head. The result is disproportionate air-fuel ratios that cause differences in combustion chamber temperatures and uneven
power produced by each cylinder. The engine runs rougher and less powerfully than it
should, with the front and rear pistons getting more heat-related wear than the others.
“ A TwinRam intake manifold,
A six-cylinder engine ideally runs like six one-cylinder engines — each one inhaling the
same amount of air and fuel, producing the same amount of power and heat as the next.
That requires equal intake airflow distribution into each cylinder. That’s why Banks invented
the TwinRam dual-inlet intake manifold, shown right.
as in the complete PowerPack
system, obviously flows and
distributes the intake charge
a whole lot better amongst
the six cylinders than could
the factory part.”
— FOUR WHEELER MAGAZINE
BANKS TWINRAM By doubling the inlet area and optimizing air distribution into the cylinder
head, Banks TwinRam flows the boosted air proportionately into all six cylinders. TwinRam’s
dual inlet is indexed toward the hotter ends to channel the air “around the bends” to the intake
ports. The evenly-dealt air-streams do away with lopsided internal temperatures, balance air volume in the cylinders and provide
silky smooth power. By driving a greater charge of air into each chamber, TwinRam realizes the potential of every single power
stroke your Cummins produces. This really amps up the power rating, while improving mileage and durability. Plus, emissions
are greatly reduced — we’re real proud of that!
Banks OttoMind™
With increased engine airflow, you can now
optimize the fuel schedule for newfound
power. Anybody can “turn the screw”
to deliver more fuel — causing excess
enrichment, over-temping the exhaust,
and consequently driving mileage into the
ground. Banks invented the OttoMind fuel
calibration device to properly match fuel
to improved airflow throughout the range,
without wasting a drop. The OttoMind
maintains safe exhaust temperatures, at or
below the factory-recomended allowance,
to protect engine components.
Banks Quick-Turbo®
Banks’ quicker, ultra-efficient turbine
housing knocks out turbo lag, builds lowend torque on demand and raises the
boost peak by as much as 66%. QuickTurbo provides stronger acceleration,
shortening the time and distance your
coach needs to pass and merge.
BIGHEAD™ WASTEGATE ACTUATOR
With twice the diaphragm area and spring
pressure of the Cummins wastegate,
BigHead keeps the valve seated longer.
BigHead produces massive torque right
from idle, achieves a higher peak boost,
sooner, and maintains more boost
throughout the powerband by eliminating
premature wastegate blow-open.
DynaFact® Instrumentation
Banks promotes intelligent motoring
by including the same instrumentation
used by professional drivers. The “pyro”
continually monitors the exhaust gas
temperature (EGT), a significant factor in
optimal performance and reliability. The
boost gauge acts like a power gauge. Use
it to drive for maximum boost to achieve
best power — or drive for minimum
boost for the best fuel economy. Both
instruments alert you as to turbo and
fuel system service needs. Two-gauge
console included. Top-mount available.
t E s t
R E s u L t s
STOCK POWER Cummins Bs and Cs earned their reputation as rugged, workhorse engines.
Their advertised horsepower and torque ratings are impressive — but that’s measured at
the flywheel. Rear-wheel power is what moves your coach. To reach the road, power
travels through the drivetrain, consuming a significant portion along the way.
To fingerprint stock performance, Banks engineers ran a full gamut of tests on a 35-foot
Cummins B5.9 motorhome. The factory rated it at 230 hp and 605 lb-ft torque, but rearwheel power proved quite different. Testing on the chassis dynamometer revealed peak
power of 171 hp and 521 lb-ft. Putting a 36-foot Cummins C8.3 coach rated at 250 hp and
660 lb-ft through the same paces indicated drivetrain losses similar to its smaller cousin’s.
At the rear wheels, the C rig topped out at 195 hp and 567 lb-ft torque.
STOCK PERFORMANCE Real-world testing was conducted on Banks 108-mile driving
loop, including a long, 6.5% grade. Banks engineers utilized their DynaFact onboard
dynamometer and data logger, measuring and recording dozens of critical items many
times a second. Despite their strong points, B and C pusher tests showed less-thansatisfactory “grades.” On long pulls, these large rigs lose marks for excessive backshifting
and their inability to run with faster traffic. These industrial-strength engines need a boost!
With the factory weakness identified, the Banks engineers set to work. They tackled the
challenge with a high level of experience, having dealt a substantial power boost to
thousands of Cummins-equipped Dodge pickups. The results are in: these new Stinger and
PowerPack systems unleash solid power and performance gains.
“From the minute I pulled away from Banks and turned that
first right, I knew I had something under me I didn’t have
before. It’s like it jumps away from stop signs. Up hills my
[Cummins C8.3] motorhome used to take in 4th gear, now it
goes in 5th or 6th – and that’s towing a Honda Civic. Taking
the grade into Las vegas, we were zipping along with not
even a grunt. Banks Stinger makes me feel good!”
— HAROLD MALLET; LAS vEGAS, Nv
Dyno Testing in Banks Lab
Acceleration
Banks Scores an A+
Stinger – B5.9 & C8.3
B5.9 (230-hp) engine
TORQUE MONSTERS Torque makes your coach march up the pass faster, in higher gear.
Stingers increase the B’s lugging power to 594 lb-ft and the C’s to 665 lb-ft at the ground. Stingers
fill the gaps between gears with 100 to 125 more lb-ft at the downshift, ending shift-happy
behavior for good. The B travels that long 6.5% grade at 66 mph, 8 mph faster and one gear higher
than stock. The C sails at 65 mph in 5th gear. That’s an improvement of 11 mph and one gear.
PowerPack – B5.9
SURPASS THE SUPERS For a fraction of the
cost, a PowerPack-equipped B outruns and
outperforms the new 24-valve ISBs and even
some “super-rated” Cs! With Banks TwinRam
intake manifold at the forefront, PowerPack
unfurls 259-hp peak — that’s 52% more
than stock — and 626 lb-ft torque peak
— a gain of 104 lb-ft. PowerPack delivers
a walloping 86 more horses at the upshift
point and 135 lb-ft greater torque at the
downshift.
The throttle takes off, thanks to a new peak
boost of 37 psi — 66% higher than prePowerPack. Instead of a sluggish climb, the
PowerPacked B5.9 test vehicle mows down the
hills, taking a 6.5% grade at 70 mph in fifth gear.
Benefits All
25%
stinger
powerpack
20
15
10
0
THE QUICKENING Stingers deliver more power at critical upshift points, and Banks
Quick-Turbo with its BigHead actuator makes fast work of every standing start. Strong
acceleration eliminates a quarter to a third of the 0-to-60 mph distance. The 40-to-60 mph
passing time gains a 15-16% safety margin.
19%
25
5
HORSEPOWER HAPPENS In the prime power range, Stinger-equipped 230-hp rated
Cummins Bs produce 36% more merging and passing muscle. Horsepower peaks at
241 hp, nearly one-and-half times stock. In the C, Stinger puts down another 51 horses and
142 more lb-ft torque at the rear wheels.
0-60 mph timE (sEC)
30
1700
stock
29.20
23.57
21.84
0-60 mph DistanCE (ft)
25%
1275
32%
850
425
0
stock
stinger
1664
powerpack
1253
1126
40-60 mph timE (sEC)
18
15%
20%
stinger
powerpack
15
12
9
6
3
0
1300
stock
16.25
13.83
13.08
40-60 mph DistanCE (ft)
18%
23%
stinger
powerpack
1040
780
520
260
0
stock
1223
1004
937
Acceleration
C8.3 (250-hp) engine
35
30
25
20
15
10
5
0
0-60 mph timE (sEC)
21%
stock
33.95
stinger
26.83
0-60 mph DistanCE (ft)
1900
23%
1520
1140
“FUEL GOOD” ABOUT OUR AIR All Banks
systems optimize mileage. Banks-equipped
coaches touring mixed terrain show typical
fuel consumption savings of 5 to 7%. Banks
bolt-on power does not interfere with your
vehicle warranty, and actually improves
the environment by reducing emissions
output.
760
WAIT! THERE’S MORE Stinger and
PowerPack gains produced in “de-rated” 190hp and 210-hp Bs are even greater than are
published here. In Cs rated 275-hp and higher,
Stinger produces significant gains, with the
final power numbers increasing as the stock
ratings rise. Whichever Cummins you’ve got,
after Banks “breathes” on it, you‘ll be smiling!
0
380
0
20
stock
1829
stinger
1407
40-60 mph timE (sEC)
16%
16
12
8
4
stock
18.89
stinger
15.83
40-60 mph DistanCE (ft)
1400
2000
1000
800
600
400
200
0
18%
stock
1344
stinger
1103
B5.9 (230-hp) EnginE
Data summaries:
poWER @ REaR WhEELs
horsepower, best gain
horsepower, peak-to-peak
horsepower, upshift point*
horsepower, average
(1800-2400 rpm, typical power range*)
torque, best gain (lb-ft)
torque, peak-to-peak (lb-ft)
torque, downshift point* (lb-ft)
stoCk ‘B’
motoRhomE
165.6
(2300 rpm)
170.9
(2200 rpm)
146.3
‘B’ stingER
240.5
(2300 rpm)
240.5
(2300 rpm)
212.0
(2400 rpm)
(2400 rpm)
164.0
223.2
378.1
(2300 rpm)
521.1
(1400 rpm)
483.2
549.2
(2300 rpm)
594.4
(1700 rpm)
583.0
(1800 rpm)
(1800 rpm)
414.9
561.4
stoCk ‘B’
motoRhomE
‘B’ stingER
acceleration, 0-60 mph time (seconds)
29.20
23.57
acceleration, 0-60 mph Distance (ft)
1664
1253
acceleration, 40-60 mph time (seconds)
16.25
13.83
acceleration, 40-60 mph Distance (ft)
1223
1004
torque (lb-ft), average
(1800-2400 rpm, typical power range*)
pERfoRmanCE
maximum speed, hill-climb (mph)
(measured on 6.5% grade)
peak boost (psi)
time to boost (seconds)
maximum exhaust temperature (°f)
(measured at turbine inlet, full power)
C8.3 (250-hp) EnginE
Test vehicle: 1996 Gulf Stream Sun Voyager on
35-foot Spartan Chassis
Engine: 5.9L Cummins BTA, rated at 230 hp, CPL #1553
Transmission: 6-speed automatic Allison MD3060
Note: Gains for 190- and 210-hp rated
engines will be greater.
58
66
(4th gear)
(5th gear)
22.3
37.1
3.20
2.80
(0-22 psi)
1,350**
1,312
(actual Banks)
‘B’ stingER
impRovEmEnt
+74.9
(45%)
+69.6
(41%)
+65.7
(45%)
+59.2
(36%)
+171.1
(45%)
+73.3
(14%)
+99.8
(21%)
+146.5
(35%)
‘B’ stingER
impRovEmEnt
poWERpaCk
259.2
(2300 rpm)
259.2
(2300 rpm)
232.4
(2400 rpm)
238.0
591.9
(2300 rpm)
625.5
(2000 rpm)
618.6
(1800 rpm)
597.8
poWERpaCk
-5.63
21.84
(19%)
-411
1126
(25%)
-2.42
13.08
(15%)
-219
937
(18%)
+8
70
(14%)
(5th gear)
+14.8
37.1
(66%)
-0.40
2.70
(13%)
-38
1,308
(3%) (actual Banks)
Test vehicle: 1996 Newmar Dutch Star on
36-foot Spartan Chassis
Engine: 8.3L Cummins CTA, rated at 250 hp,
CPL #2103
Transmission: 6-speed automatic Allison MD3060
Note: Percentage gains comparable for 275-,
300- and 325-hp rated engines.
Final output will be higher as ratings increase.
poWERpaCk
impRovEmEnt
stoCk ‘C’
motoRhomE
‘C’ stingER
189.2
240.5
194.5
240.5
172.3
210.0
186.8
230.0
523.0
664.8
566.8
676.5
539.8
665.0
472.1
582.1
poWERpaCk
impRovEmEnt
stoCk ‘C’
motoRhomE
‘C’ stingER
-7.36
(25%)
-538
(32%)
3.17
(20%)
-286
(23%)
+12
(21%)
+14.8
(66%)
-0.50
(16%)
-42
(3%)
33.95
26.83
1829
1407
18.89
15.83
1344
1103
+93.6
(57%)
+88.3
(52%)
+86.1
(59%)
+74.0
(45%)
+213.8
(57%)
+104.4
(20%)
+135.4
(28%)
+182.9
(44%)
(1900 rpm) (1900 rpm)
(2200 rpm) (1900 rpm)
(2400 rpm) (2400 rpm)
(1900 rpm) (1900 rpm)
(1400 rpm) (1500 rpm)
(1800 rpm) (1800 rpm)
54
65
(4th gear)
(5th gear)
19.5
24.8
6.27
3.63
(0-19 psi)
1,350**
*At Wide Open Throttle
1,248
‘C’ stingER
impRovEmEnt
+51.3
(27%)
+46.0
(24%)
+37.7
(22%)
+43.2
(23%)
+141.8
(27%)
+109.7
(19%)
+125.2
(23%)
+110.0
(23%)
‘C’ stingER
impRovEmEnt
-7.12
(21%)
-422
(23%)
-3.06
(16%)
-241
(18%)
+11
(20%)
+5.3
(27%)
- 2.64
(42%)
- 102
(8%)
** Factory Recommendation
“Wow — I’m like a kid with a new toy! Your PowerPack system for my 35-foot Gulf Stream’s
Cummins B5.9 made an excellent engine even better. We’ve got improved throttle response, with
better acceleration from stop lights. Used to pull Cajon Pass, a 6% grade. in 4th gear @45 mph.
With the PowerPack, we take it in 5th gear @58 mph — and that’s towing a 2,500-lb Saturn!
Mileage improved since I quit PLAYING with the extra 85 hp your PowerPack gave me — in cruise
control @65 mph, we gained 0.5 mpg!” — BILL WEIBLE, LAkE HAvASU CITY, AZ
since 1958
Order Yours Today!
800-340-6432
®
www.bankspower.com
Dealers nationwide!
©2007 Gale Banks Engineering. All rights reserved. This material is for personal use only. Re-publication and re-dissemination,
including posting to news groups, is expressly prohibited without the prior written consent of Gale Banks Engineering.
P.N. 96703
Gale Banks Engineering • 546 Duggan Avenue • Azusa, CA 91702 • (626) 969-9600 • Fax (626) 334-1743
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