A stock L5P can feel lazy right where it matters most: pedal input. That delay is more than annoying in a heavy truck. It can make passing or pulling into traffic feel uncertain. Here, the fix is a complete system. The Banks Ram-Air Intake System reduces inlet restriction, the Banks Monster Exhaust System helps the engine exhale more cleanly, and the Banks Derringer Tuner adds adjustable power on top of that. In this setup, the truck picked up 98 horsepower. Then PedalMonster changes how quickly the truck answers your foot, which is what makes the whole package feel immediate instead of delayed. Just as important, the Derringer can return to stock behavior if a fault is detected, and PedalMonster drops to stock sensitivity in reverse for better control when backing up. The result is a Duramax that responds like it should without giving up drivability or safety-minded control.
Jerry introduces his truck as a 2018 GMC Denali Duramax 3500 HD and explains why he wanted upgrades despite already owning a heavy-duty diesel pickup. In stock form, the biggest problem for him was pedal lag. When he tried to accelerate to pass or pull into traffic, there was a noticeable delay between pressing the pedal and getting a response from the truck. He found that hesitation unsettling, especially in situations such as making a left turn across traffic, where delayed throttle response could create a serious safety risk.
The truck was fitted with several Banks parts in one package: a Ram-Air intake, Derringer tuner, PedalMonster, 4-inch exhaust, and a differential cover. Jerry expected the differential cover to help keep the rear axle cooler, which in turn should help durability and service life. He also notes that the truck uses AMSOIL, and he mentions that he is an AMSOIL dealer.
A major reason he was comfortable with the Banks setup was the way it integrates with the truck. He liked that if something went wrong, the system could revert to stock operation without damaging other components. He also valued what he described as the system's invisibility, meaning the modifications are not obvious in a way that would create concern during dealer service visits. From his perspective, that reduced anxiety about warranty disputes or service-center objections.
The drive begins with the PedalMonster set in City mode at roughly the lower end of the adjustment range, around halfway up City. Even at that mild setting, Jerry immediately reacts to the sharper throttle response. Compared with the stock truck, the pedal requires less movement to produce acceleration, and the truck feels much more eager. His reaction makes clear that even the conservative City setting transformed the truck more than he expected.
The test then moves to Sport mode, again around the middle of the range. In Sport, the pedal becomes even more responsive, requiring still less movement for the same or greater acceleration. Jerry is struck by how quickly the truck reacts and jokes about the kind of acceleration it feels like it has, while acknowledging that it is not literally doing 0 to 60 mph in three seconds. The point of the demonstration is that the truck feels dramatically more immediate and lively than stock.
During the drive, the Banks representative explains that with the Ram-Air intake, Monster exhaust, and Derringer installed, the truck is gaining 98 horsepower. On top of that, the PedalMonster is not adding engine power directly but increasing throttle sensitivity, which changes how quickly the truck responds to pedal input.
For demonstration purposes, the PedalMonster is then moved from Sport into Track mode at about the midpoint of the setting. Jerry describes the result as intense and even a little intimidating. He notices how abruptly and forcefully the truck responds, especially during shifting under acceleration. The truck feels far more aggressive than a typical one-ton diesel pickup, to the point that he compares the sensation to a race car. Although Track mode is presented as something most owners would not normally use every day, it serves to show the full range of available throttle-response adjustment.
After the acceleration runs, the discussion turns to how the Banks iDash-style display presents the system's behavior. The screen shows the driver's commanded throttle input in white and the additional sensitivity being applied by the PedalMonster in red. On the right side of the display, the Derringer's contribution is shown separately. This gives the driver a visual distinction between throttle-sensitivity changes and added engine output.
The Derringer is set at level 6, which is described as the top level on this application. The available settings are stock, then levels 2 through 6, for a total of six levels including stock. On this Duramax application, each step is said to be worth about 13 horsepower. The recommendation offered during the drive is that many owners of this model-year Duramax tend to settle on something like Sport 2 as a practical everyday setting, balancing responsiveness with drivability.
One feature that stands out to Jerry is the PedalMonster's automatic reverse-mode behavior. The representative points out that while many throttle boosters exist on the market, this one changes strategy when the truck is shifted into reverse. Once reverse is selected, the throttle sensitivity returns to stock behavior rather than maintaining the aggressive response used in forward driving.
Jerry immediately recognizes the safety value of that design. With the truck made much more sensitive and powerful in drive, an equally aggressive reverse response could be hazardous when backing up a trailer or maneuvering a boat down a launch ramp. In those situations, precise low-speed control matters more than sharp response. He considers the automatic return to stock sensitivity in reverse an excellent safety feature.
Jerry says his interest in Banks products began with Gale Banks' educational videos, particularly material about pushing the Duramax to failure and explaining why components break. He emphasizes that he did not come into the subject with a technical background, but after watching the videos multiple times, the explanations started to make sense. That process helped him understand the engineering behind the products rather than seeing them as generic aftermarket parts.
He credits Gale's teaching style for making complicated diesel performance concepts understandable to someone without prior expertise. That educational foundation appears to have played a major role in his decision to pursue the upgrades on his own truck.
By the end of the drive, Jerry says the truck delivered everything he expected and more. He had seen videos of other people reacting enthusiastically to similar Banks-equipped trucks, but he says he did not fully understand those reactions until he experienced it himself. After driving the truck with the new setup, he says he now understands exactly why people respond that way.
He concludes that the upgrades were money well spent and describes them as affordable rather than exclusive products aimed only at wealthy enthusiasts. Speaking as a retired ironworker, he appreciates that the parts feel accessible to ordinary truck owners. His final impression is strongly positive: the truck is more responsive, more enjoyable to drive, and equipped with features that improve both performance feel and practical safety.