We chose Roadster Shop’s 1960-66 C10 Truck SPEC Series Slammed Chassis. The quality and technology in this engineered chassis are a perfect fit for our high-horsepower build.
Widely regarded as an authority in diesel engine development and forced induction, Banks opens its race shop to viewers who will watch and interact with the team as they create a one-of-a-kind supercharged Duramax L5P diesel-powered 1966 Chevy C-20. The build is unlike anything that Banks has done.
Great power requires massive traction. We chose Nitto’s NT555 series tires to make sure we can put this power to the ground.
We’ve chosen Black Rhino wheels because of their attention to quality, detail, and military look which ties in with our Joint Light Tactical Vehicle engine development.
To create the ultimate Street Beast, we chose the Whipple Gen 5 3.8L Supercharger to complement the Duramax L5P we are dropping into Lokjaw.
Wilwood’s Tactical Extreme TX6R Big Brake kits are the ultimate in braking performance for Trucks, SUVs, and Armored Vehicles.
Banks Lokjaw concept design was put together by Transou Design. Their skill, quality and attention to detail bring this build to life.
When it comes to a custom 8-lug full-floating rear axle and housing, you have to go to Strange Engineering.
We chose the Ford 9″ 35-spline Truetrac rear differential. The increased strength and lightweight form are ideal for high-horsepower.
We chose ATS because getting the power from our prototype Banks L5P Crate Motor to the wheels requires a strong, durable transmission.
Custom molded upholstered door panels, complete bucket seats, center console, sun visors, and steering wheel, all made in the USA.
We chose Heat Shield Products for their state of the art well-engineered line of heat shields and sound insulation.
Fabricated knuckles designed to accommodate 8-lug GM unit bearing (hub). Direct bolt-in for Roadster Shop Spec Series Chassis.
At the heart of the beast is its brain. We chose the MoTeC M1 series ECM for its advanced features and flexibility allowing us full control.
We chose Mechman’s High-Output 370 Amp Elite Series Alternator. With big power, you need lots of juice and this one packs a punch.
HD Clamps, HD Clamp Titanium Weld Ferrules, Titanium Tubing, Titanium Flanges, Merge Collectors, Shutoff Valves, Bellmouth Velocity Stack
Watch the latest episode
Missed an Episode? See below...
Starting January 11th, all-new Build Series every Monday at 4 pm Pacific (7 pm Eastern). You’ll have to tune in to find out more! YouTube.com/bankspower
We purchased a running 1966 Chevy C20 3/4 ton pickup for $1. Yes, one dollar! In this episode, we explore our truck before deciding what we’re going to do with it. Follow along as we give this decomposing truck a new life.
The Mr. Goodwrench 350 crate engine is rated at 190-250 horsepower. How much do you think it’ll actually make on the dyno? We aim to find out. But putting our 1966 Chevy C20 on the chassis dyno will only tell us the horsepower it’s making at the wheels. We want
Our ’66 Chevy big window C20 hits the dyno. We find out just how much power it makes with the ’99 Mr. Goodwrench 350 crate engine and a very dirty stock air filter. Watch Gale calculate the air density loss between the truck’s grille and intake manifold. This is the
The Mr. Goodwrench 350 crate engine in our ’66 Chevy is rated at 190-250 horsepower. In this episode we not only find out how much power it’s actually producing, but we watch as Gale shows us how to calculate the horsepower loss between the grille and the intake manifold. It’s all about
The ’66 Chevy is getting some major upgrades including a supercharged 2021 Duramax L5P diesel engine. But the surprises don’t stop there. Gale and the team reveal the rusty pickup will be fitted with a Roadster Shop Spec Series chassis, Wilwood TX6R big brake kit, Nitto Tires, Black Rhino Hard Alloy 8-lug wheels, and RideTech
Now that Gale and the team have revealed that the rusty ’66 Chevy will be fitted with a supercharged Duramax L5P diesel engine, the next step is to design a chassis that will support the heavier and much wider engine. But this could be a challenge since the goal is
Keeping our ’66 Chevy C20 3/4-ton pickup an 8-lug has been tougher than we expected. We did some research and discovered there are simply no off-the-shelf 8-lug axles available, especially ones that will accommodate a Watt’s link and our Roadster Shop chassis specs. We simply weren’t willing to go from
Most restored C10 and C20 pickups are 5 or 6-lug. Not LokJaw. This 3/4-ton Chevy will keep its 8-lug status. Thanks to Strange Engineering we now have a new 8-lug full-floating rear axle. To support the front hub assembly, Roadster Shop typically couples Wilwood’s popular 5-lug ProSpindles with their SPEC
The guys secure the final piece of the 8-lug puzzle; custom front spindles that’ll accommodate our GM 8-lug hubs! As you’ll recall from previous episodes, it’s important that we keep LokJaw, our ’66 Chevy 3/4 ton C20, an 8-lug truck. Why? Strength and aesthetics. Erik and Jay head back to
Our supercharged Duramax will produce 650-1,200 horsepower depending on if Gale adds a turbo or nitrous to the supercharged engine. That means we’ll need a stout transmission to get the power to the ground. We head to Arvada, Colorado to consult with ATS Diesel founder Clint Cannon about their Allison
Kevin Aguilar’s “The Bottom Line”’, a regular feature found on Driving Line’s YouTube channel, focuses primarily on lowered vintage pickup trucks. When Kevin heard that Banks was doing something lowered he knew it’d be different than anything he’d covered before. He was keenly interested in the fact that Banks’ Chevy C20
A chassis built to support 1,000 lb-ft of torque Watch Roadster Shop engineer a custom Spec Series chassis for LokJaw, our supercharged Duramax-powered ’66 Chevy big-window longbed. Not only does the chassis have to accommodate a much larger engine than a typical C20 pickup, but it must also withstand over 1,000 lb-ft
Roadster Shop finally reveals the customized Spec Series chassis for our rusty 1966 Chevy pickup. Not only will it accommodate our supercharged Duramax, which is a much larger engine than the old Mr. Goodwrench 350, but it will stay straight when subjected to over 1,000 lb-ft of torque. Oh, and
Wilwood teaches us a thing or two about brakes. Having the right brake setup is incredibly important, especially if you want to slow down a heavy truck with big wheels and tires. Wilwood Engineering’s Mike Hamrick breaks down braking and explains how to choose the right components for our truck