TurboTime

GM's ceiling. In other words, there are thermal limits like EGT, IAT, Mass Air Flow, etc, that GM doesn't allow you to exceed. The ECM fights back. Our job is to identify those limits through a few weeks of dyno tests, then back down Derringer's added power until everything is happy and repeatable.

The turbo upgrades raised the power level, not the ceiling. The ceiling is set by thermal and emissions limits.

The DPF-back exhaust is indeed coming along. We're actually tooling the DPF delta pressure sensor connector now. It's a proprietary connector. Meanwhile, we're still characterizing the stock delta DPF sensor data. GM doesn't want anyone messing with their calculations. But we're doing it anyway. haha.

@crazydane If you plan to data log, yes, you'll need the new iDash Data Pro. Your iDash DataMonster will be the secondary gauge. Regarding power gain, you have a keen eye. As you had surmised, the power gain from the forthcoming 2024/25 Derringer will be less than the 2020/23 Derringer HO because both trucks have the same ceiling. We are shipping another 10 Derringer test units this week. If all goes as planned, we should be releasing the new tuner soon.

We've discussed Android Auto and Car Play quite a bit. Neither service will allow you to change vehicle characteristics while in motion, which would defeat the purpose. With the iDash, you can adjust PedalMonster and Derringer while you drive. That would not be possible with Android Auto or Car Play. There are also other limitations that would make our data logging and other features cumbersome. In short, it's not on the horizon at the moment. Regarding combining an iDash Pro with an iDash Classic, I have both in my truck currently. To the untrained eye, they look very similar. We anticipate many people having one of each.

Dave, the new Derringer H.O. will not work with the iDash. It must be paired with the iDash Pro. There just wasn't enough processing power available. The new Derringer HO has two more intercepts than the previous tuner. Now, the iDash that you have can be used as a secondary/expansion gauge.

There have been no major issues. The delay has had to do with the communication between the new Derringer High Output and new iDash Pro. This morning we released the new Derringer for 2020-22 and Derringer for 2023. This was the major step forward that we needed. The 2023 communications protocols are the same as the 24/25. Now that the '23 is done, the firmware team will finish up the '24/25. The calibration has been done for months. It's now just buttoning up communication.

Alex, congrats on the '25 and thanks for the offer to beta test! Currently, we have a long list of eager Test Pilots who are local to us in SoCal. Although I love Yuba City (I pass through on the way to Chico, my son's school), it's a bit far to drive. Our first round of test trucks must typically be within a 50 mile radius. But if things change, I'll keep your info handy!

Jay from Banks here. As you can imagine, I couldn't stand by and let this conversation go by without chiming in. If the purchase decision is based solely off convenience of fluid changes, all three; Banks, PPE and Dorman are acceptable choices. However, if you're looking for improved cooling, the Ram-Air far outcools PPE and Dorman. Don't be mislead by a a larger fluid capacity. Having more fluid does slow the heat saturation by a few minutes, but when the fluid is hot, it's hot. Adding fluid quantity is best used for extending service intervals because your spreading contaminates into a great volume of fluid. What matters is the pan's ability to reject heat from the fluid to the atmosphere. That's why fin depth/surface area matters. Look closely and you'll see that Banks far exceeds all others in fin depth and density. Upon close inspection, you'll see our FlowThru Fins start on the inside and extend to the outside for maximum efficiency. Moreover, it's about getting air to rush over those fins. The belly of a truck is incredibly turbulent. We know because we've measured air velocity using anemometers placed in front and behind both axles. In fact, air flow is almost absent right behind the front axle because the axle splits the air like a wedge. So, even if you have good fin depth, there's little air rushing over the surface. This is why the Ram-Air cover had a scoop that captures and compresses air, forcing it through the fins at a higher velocity. There's a lot of engineering in our transmission pan. You have a very expensive truck that gets used, it performance equipment that will make it last longer. 2001-2019 Allison 1000 Ram-Air Transmission Pan is available now. 2020-2025 Allison 10/1000 Ram-Air Transmission Pan should be available in March 2025.

Jay from Banks here. We were hoping to surprise everyone and launch a few new products before Black Friday. Obviously, that didn't happen. While I can't disclose any updates, I can assure you that parts for the '24/'25 DMAX is very high priority.

There will be updates to the iDash coming with the Derringer. I can't say give any details yet.

We're starting our Beta Testing in the next few weeks, which starts the countdown clock to its official release. Unfortunately, I don't have an exact ETA at the moment.

Jay from Banks here. The Derringer tuner for the '24 Duramax is absolutely, 100% happening. In fact, we have units being sent out soon to a select group of test pilots for evaluation. I have literally thousands of '24 owners signed up to purchase it when it's released. This is one of our highest priorities.

Jay from Banks here. We have not had any reports of boost tubes causing this or similar conditions. Do you have any kind of OBD code reader? It would be nice to know what the DTC (trouble code) was that triggered the reduced engine power.

The issue was a website problem, not our shuffling of priorities. Derringer for 2024 is the highest priority following the 2020-23 DMAX. Again, the only reason that the 20-23 comes first is that the tune file and other functionality will port over to the '24.

@davidm767 @Saylor1322 @FordtoChevy We're working on the Derringer for the 2024 as quickly as we can. Our team will wrap up the new Derringer for the 2020-2023 first before releasing the 2024. Although we already offer a Derringer for the 2020-23, we're re-engineering it to deliver more power. This programming will port over to the 2024 Derringer. Our goal is to have it available this summer. I know it's not as quickly as anyone would like, but there's a lot to do. And, the listing for the 2024 Derringer is still live on the website. You can see it here.

Yes, we are getting closer. We have a few Test Pilots using the tuner and providing valuable feedback. Unfortunately, I don't have an ETA on the official launch just yet.

Please send your contact info and truck details to [email protected]. If we can add you to the group, we will! Jay

Yes, we sure are. We have Test Pilots evaluating the tuner right now. We hope to make an announcement in the next few weeks about its launch.

Jay from Banks here. I think all three companies are saying the same thing... We're all displaying what the ECM broadcasts. I think the guy at Aeroforce is confused. If all they're plugged into is the OBD port, then all their gauge will display is what the ECM broadcasts, which is a calculated value, which one of our techs explained during your phone call. Now, this is the first time we've said this anywhere... but we have a new iDash coming this summer that will have four analog inputs included. You'll simply plug up to four external sensors into the back of the iDash, tell the iDash what the sensor is, and it'll display the data. These four inputs will eliminate the need for an external/intermediate module. The only caveat is that you'll have to wait a few months for it.

Although our engineers are keeping the power numbers close to the vest, I suspect we'll see more power than we did in the previous generation of L5P. As GM improves the engine's thermodynamics, it gives us more headroom to work within.

Jay from Banks here. The Ram-Air Intake and Derringer tuner are coming along nicely. In fact, we have two Silverados and two GMC Denali Ultimates driving around SoCal beta testing the Ram-Air Intake System with Air Mass Control Module. We are doing everything we can to release it to the public before the holidays. Keep in mind, Duramax is our core market so these products are the utmost priority. And, we can't stand seeing S&B selling intakes for the 2024 when we know they add little or no performance gain because they're forced to keep the cross-sectional area at the MAF sensor stock size. This means the air mass is still stock entering the turbo's compressor inlet. The Derringer tuner, as stated in the thread above, is all new for the 2024 truck. Everything had to be updated; circuit board, hardware, firmware, pins, connectors, etc. Lead times on new circuit boards can be months. And, custom plastic connectors to mate with GM's connectors, can take even longer because molds have to be made. GM doesn't share the CAD files with us or anyone. So, if we want a connector to mate with theirs, we have to make our own from scratch, which we did. Like the Ram-Air intake, we have a few trucks currently on the road testing the new hardware and firmware. Although we do not have an ETA, it's all hands on deck to get this to market ASAP.

Jay from Banks here. Here's a little backstory on what it will take to get the Derringer, Ram-Air Intake, and Monster-Exhaust to market. The moral of the story is to be wary of any manufacturer that rushes 2024 DMAX parts to market. The only way they can get by GM's tighter tolerances is to stay within stock parameters. Once they attempt to add air mass on the intake side or decrease backpressure in the exhaust, they'll set check engine lights. I posted the following a few months ago when we had a '24 GMC on the dyno. *** The 2024 Duramax Ram-Air Intake System is in development but it's going to take our best and brightest. As 2020-'23 L5P owners have learned, the MAF sensor is far more sensitive than previous generations of the Duramax. Any deviation in the cross-sectional area at the MAF sensor will cause a check engine light. In other words, aftermarket intake manufacturers cannot alter airflow characteristics from stock. This new sensor also detects differences in air pressure. If an intake manufacturer replaces the stock filter with a freer flowing element, the pressure in the intake tube increases. The sensor transmits this data to the ECM which interprets it as a hole in the filter or that the filter is so clogged that it taco’d (bent) and air is circumventing it. Again, in their attempts to improve airflow by reducing restrictions, intake manufacturers will cause a check engine light. We solved these issues with Banks’ patented Air Mass Control Module which is included with the Ram-Air intake system for 2020-23 Duramax trucks and will soon accompany the intake system for the 2023 Ford 6.7L. The Air Mass Control module alters the sensor’s data before it reaches the truck’s ECM. This allows us to greatly enlarge the cross-sectional area at the MAF sensor and increase the pressure with a Big-Ass filter without causing a check engine light. This allows us to design the largest free-flowing intake tube. One look and you’ll see just how massive the new SuperTube is. This increases "gulp capacity." Think of it like a capacitor. When the turbo needs a quick hit of high-density air, it's in the tube ready to go. However, the 2024 Duramax now presents a new challenge! The MAF sensor doesn’t just transmit mass air flow data in the form of an analog signal. There is a new digital signal in parallel with the analog signal. In order for our new Air Mass Control Module to deliver increased air mass to the turbo, it must now also decipher, manipulate, and broadcast this new digital signal to the ECM. This endeavor further illustrates how Banks wins over other intake brands who simply design air boxes with little or no engineering selling engine dress-up parts that add nothing more than aesthetics. Moving into 2024, it’s clear that without highly skilled electrical engineering teams, intake manufacturers will continue to sell stock airflow while Banks continues to deliver real performance gains. Our patented Ram-Air rear differential covers and Boost Tube Upgrade systems are now available for the 2024! While you're on bankspower.com, sign up to be notified before we open the Derringer tuner and Ram-Air intake pre-sales. https://bnks.pw/3mFXF1M *** Happy to answer any questions here or via email at jtilles at bankspower dot com.

According to Mike, it works really well. He's had it installed in his 6.6l gas Silverado since early February. Here's his review.

Glad you're enjoying the Pedal Commander. For anyone following the thread, yes, both devices add throttle sensitivity. But that's where the similarities end. The Banks PedalMonster is connected via OBD. That's how it knows your speed and gear. When you shift into reverse, it puts your pedal back to stock. Check this out. https://bnks.pw/3rW8mf5