The right way to add power to a 7.3L Power Stroke is to treat the truck like a system. More airflow from the upgraded turbo and intercooler helps the engine make stronger power, but that only works if the transmission can hold it and the truck can control the load. That’s why this PowerPack pairs engine upgrades with TransCommand, SmartLock, and the Banks Brake. TransCommand increases line pressure under acceleration to reduce slip, SmartLock gives the exhaust brake a direct mechanical connection through the converter, and the Banks Brake is shaped to flow better when it’s open while still creating the backpressure needed to slow the truck. The result is a package that takes the truck from about 200 horsepower to over 300 horsepower and over 675 lb-ft of torque, with the supporting control needed to use that power without hurting the truck.
The episode centers on heavy-duty diesel pickups rather than street trucks, lowered trucks, or hot rods. The premise is straightforward: owners who tow and haul need usable power, durability, and reasonable cost, not modifications that compromise the truck. Using a brand-new Ford F-250 Power Stroke as the example, the goal is to show how to achieve substantial performance gains while protecting the vehicle and staying within a practical budget.
The video places the build in the context of Gale Banks' long history in performance engineering. Banks began modifying cars and trucks as a young hot rodder in the 1950s, first working on a 1931 Model A Ford his father bought for $35. That early hands-on work led him to open his own shop, originally called CP Auto and Marine, while he was earning money to attend Cal Poly and learn how the parts he was installing were actually designed.
By the late 1960s, Banks was already experimenting with turbocharging, including designing twin-turbo systems for big-block and later small-block Chevrolet engines. Over the following decades, he continued refining turbo applications for cars, trucks, and boats while building a modern manufacturing operation. The key point made in the segment is that Banks' consulting work exposed the company to original-equipment durability requirements, and that experience, combined with racing-derived airflow knowledge, shaped its diesel truck products.
The upgrade package shown is the Gale Banks Power Pack system for the Ford Power Stroke. The kit includes a new turbo housing, actuator, and compressor wheel to upgrade the stock turbocharger rather than replace it outright. It also includes the AutoMind engine calibration module, new inlet tubes, connectors, clamps, a transmission command module, and a SmartLock transmission controller, each with its own wiring harness.
For monitoring, the package adds auxiliary gauges and an A-pillar pod. Airflow improvements include a high-flow air filter and a new intercooler. On the exhaust side, the truck receives a full 4-inch stainless-steel exhaust system with pre-bent tubing, a high-flow muffler, and a polished tip. Although the collection of parts looks extensive, the installation is presented as a straightforward bolt-on process.
The installation begins with removal of the factory exhaust system, including the tailpipe and muffler. The host notes that about 95 percent of diesel trucks do not have a catalytic converter, so if the truck did not come with one, none needs to be added. If it did come equipped with a catalytic converter, however, it must be reinstalled.
With the exhaust out of the way, attention shifts to the turbocharger. Access is described as the hardest part of removal; the installer must reach deep into the engine bay to disconnect the inlet and outlet tubes, wiring harness, and mounting hardware before lifting the turbo out. To keep cost down, Banks supplies components to upgrade the stock turbo instead of replacing it with a complete new unit.
The turbo is secured in a vise and disassembled carefully so the blades are not damaged. The turbine housing is removed first, followed by the compressor housing. The stock compressor impeller is replaced with the new Banks piece, the housing is reinstalled, and then the new turbine housing is fitted. Finally, the Banks Big Head actuator is installed.
According to the explanation in the video, these changes improve both airflow and turbo efficiency. The stock setup flows about 20 PSI, while the upgraded version flows 32 PSI, yet is said to retain stock-like reliability. The Big Head actuator controls the wastegate and holds it closed longer, allowing peak boost to build sooner for improved throttle response. Once assembled, the upgraded turbo simply bolts back into place.
After the turbo and intercooler are installed, the next major component is the Banks exhaust brake, which mounts directly to the turbo. The segment explains the operating principle for viewers unfamiliar with exhaust brakes. Using exhaust pressure as supplemental braking is not new, but the Banks design is presented as an improvement over conventional units.
Its housing is cast with a smooth internal band, and the butterfly valve sits lower than in a typical exhaust brake. That layout is said to provide 30 percent better flow when the brake is off, reducing restriction during normal driving. When activated, the butterfly closes to create the backpressure needed to slow the truck, functioning in a manner similar to engine compression braking during a downshift.
To get the full benefit of the exhaust brake, the truck also receives the SmartLock transmission controller. This controller locks the torque converter and increases transmission line pressure so the engine has a direct mechanical connection to the rear wheels with no converter slippage. That direct coupling is essential for effective exhaust braking. The SmartLock installation is described as simple, requiring only a handful of wiring connections at each end.
Under the truck, the installer mounts the vacuum pump for the exhaust brake by marking and drilling holes according to the instructions, then bolting the pump in place and making the necessary connections. Another component mounted on the passenger side underneath the truck is the TransCommand transmission control module.
The video distinguishes the TransCommand from the SmartLock. SmartLock works with the exhaust brake, while TransCommand increases line pressure during acceleration. The purpose is to prevent transmission slip when the engine is making substantially more power. The host emphasizes that this is a critical part of the package: adding horsepower without upgrading transmission control can quickly damage the transmission.
This stage is also the ideal time to install the new 4-inch stainless exhaust system. Because the pipes are pre-bent and the hangers are already welded on, the system is designed to slide into place. Installation starts with the turbine outlet pipe, followed by the intermediate pipes, the large muffler, the tailpipe, and finally the tip. The tip should sit about 2 inches below the fender to allow room for thermal expansion, and its outward extension is largely a matter of appearance, with a suggested position roughly even with the tire. Once everything is aligned, the clamps are tightened from the front toward the rear.
The final installation work takes place inside the cab. Three auxiliary gauges are fitted into the supplied A-pillar pod: transmission temperature, turbo boost, and exhaust temperature. The pod mounts to the factory trim using plastic rivets, then snaps back into place once the wiring is connected.
The exhaust brake activation switch is mounted on the dash next to the steering column, a location identified by Banks engineers as the best placement. The installer uses the supplied template to mark and drill the mounting hole. Wiring for the brake system includes connections to the idle validation switch at the pedal, the applied relays, the brake switch on the master cylinder, the actuator control valve under the hood, and the vacuum pump on the frame.
The SmartLock transmission controller is mounted beneath the steering column on a junction box using adhesive tape supplied in the kit. Its harness is plugged in, routed through the firewall, and connected. The AutoMind engine calibration module is then installed at the factory computer in the left kick panel. The stock computer is removed, the rear plug is disconnected, and the Banks AutoMind is inserted between the computer and harness. Tape is used to secure it, and some plastic trim must be cut so the module can protrude properly before the assembly is reinstalled.
The stated performance gains are substantial. The Banks Power Pack is said to raise the stock Power Stroke from roughly 200 horsepower to more than 300 horsepower. Torque increases to more than 675 lb-ft. The package is also claimed to improve fuel economy by about 3 miles per gallon, although the host jokes that this depends on staying out of the throttle.
The road test is presented as the real proof of the package. The truck delivers a dramatic improvement in pulling power, and the host's reaction makes clear that the increase is immediately noticeable from behind the wheel. The closing observation is that this particular F-250 is Gale Banks' own personal truck, which is used as evidence of confidence in the durability of the system. After driving it hard in search of a weak point, the host reports finding none, reinforcing the video's central claim that the package adds serious towing and hauling performance without sacrificing reliability.