2004 GMC Sierra Buildup - Banks Ram-Air Intake

2004 GMC Sierra Buildup Right Front Angle

Ever thought you could make that fun turn by your house going a little faster than normal, only to realize you've just pushed your truck past its limits? You get that sick feeling in the pit of your stomach, your knuckles get white, and usually that turn ends up not being very fun at all. If you can relate to that story, this tech article is for you. Our used and abused '04 Sierra felt more like a school bus trying to turn at speed and with a worn-out stock suspension, puny 16-inch wheels and 275/60R16 donuts, along with no rear sway bar, the truck wasn't raising any hairs on the back of our necks. To get to the bottom of our stock misery, we rented a runway at a private airport and strapped on Racepak's latest GPS data acquisition gear, the G2X, for incredible real-world performance information. This way, we'll know exactly what our stock 0-60 mph, slalom, 1/4-mile, and 80-0 braking figures look like. Once the testing was complete, the data told us what we suspected; our truck was slow, handled like a barge, and was a real buzz kill. No worries, we had a plan.

Our plan for a revived suspension consisted of dropping the truck four inches up front with a McGaughy's spindle and Hotchkis lowering coil spring, six inches out back with a McGaughy's drop shackle and Hotchkis drop leaf, strapping on some burly sway bars engineered specifically for lowered trucks from Hotchkis, and all-new shocks from McGaughy's. To get the most out of the suspension, we ordered a set of Nitto's new street-legal, ultra high-performance summer tires, the NT05. Project Novakane gets its anti cookie-cutter image and name from the wheels we bolted onto each corner-BMF Wheel's 20x9-inch Novakane's in Death Metal Black.

Handling was a priority, but power was a must. We knew the stock 4.8L V-8 still had life left in it and could crank out some serious power to make the Sierra really impressive, which is why we turned to Banks Power. Known for their extensive research, Banks is no stranger to products that "put up, or shut up", so we ordered a Power Pack, which consisted of a new Ram-Air intake, Torque Tubes headers, Monster exhaust, and OttoMind programmer-basically covering the usual suspects of performance bolt-ons.

Want to know how well everything performed? Follow along and get the facts. This way, we make it easy for you to decide what parts are best for your truck. To see the truck in action, check out truckinweb.com for video footage and exclusive autocross action where the old work truck surprised two race-prepped muscle cars!

Before leaving for the track, we pulled the stock truck up on the dyno, where it made a respectable 222 hp and 256 lb-ft of torque. It's not jaw-dropping figures, but for a tired engine, it was decent.
Before leaving for the track, we pulled the stock truck up on the dyno, where it made a re
Arriving at our test facility (aka a private airport runway), we strapped our Racepak G2X data acquisition gear to the Sierra and made some 0-60 mph, 80-0 mph braking, 1/4-mile, and slalom tests. Being behind the wheel of this stock rig was not entertaining.
Arriving at our test facility (aka a private airport runway), we strapped our Racepak G2X
As you can see, we came prepared for all of the part's installation right there on the runway. With some of the best aftermarket companies in the business involved, we had high hopes for the Sierra.
As you can see, we came prepared for all of the part's installation right there on the run

First up, we popped the hood and began the Banks' air intake kit. After using a 5/16-inch nutdriver to loosen all of the hose clamps, the inlet hose was disconnected and the tubing from the MAF sensor removed, along with the airbox. We removed the factory lower airbox tray, installed the new Banks' box, and positioned the air filter and lid in place.
First up, we popped the hood and began the Banks' air intake kit. After using a 5/16-inch
Using the factory hose connector, the MAF was secured to the Bank's lid and then air inlet tube was attached to the throttle body and secured with the new clamps.
Using the factory hose connector, the MAF was secured to the Bank's lid and then air inlet
With the hose tightened down and the MAF sensor wiring harness reconnected, we used a #3 Phillips screwdriver to tighten the airbox lid to the box and the intake was handled.
With the hose tightened down and the MAF sensor wiring harness reconnected, we used a #3 P

Moving to the exhaust, we lifted the truck with a jack and supported it by a pair of jackstands. Using a Sawzall, the factory exhaust was cut for easier removal and discarded.
Moving to the exhaust, we lifted the truck with a jack and supported it by a pair of jacks
The new Bank's Monster exhaust features 3-inch mandrel-bent tubing, a straight-through muffler, and 6x5-inch polished tip. We specifically chose Banks for the exhaust because of the truly unique rumble and tone their muffler gives LS-equipped trucks. To hear an audio sample, check out truckinweb.com and search "Novakane".
The new Bank's Monster exhaust features 3-inch mandrel-bent tubing, a straight-through muf
Using the factory head pipe hardware, the head pipe bolted right up and we then slid the polished Monster muffler into place and loosely secured it with the supplied clamps.
Using the factory head pipe hardware, the head pipe bolted right up and we then slid the p

Freelance editor Harley Camilleri helped out with the tailpipe install, sliding it up and over the axle while I connected it to the muffler. The Bank's kit came with a 6x5-inch oval tip welded into place.
Freelance editor Harley Camilleri helped out with the tailpipe install, sliding it up and
After the engine had some time to cool, we moved back under the hood to install the Banks' Torque Tubes headers. The factory exhaust features a "log" style manifold, which flow OK for stock, but not for someone looking for more power and torque. Step one was to remove the front wheels, remove the inner fender liner retaining clips, and pull the inner fender liner free (this makes for easier access).
After the engine had some time to cool, we moved back under the hood to install the Banks'
We sprayed some Liquid Wrench penetrating oil on the exhaust flanges and then removed the three 15mm nuts to dislodge the crossover pipe from the manifolds.
We sprayed some Liquid Wrench penetrating oil on the exhaust flanges and then removed the

Back under the hood, the plug wires were pulled free and the oil dipstick removed (one 15mm bolt). Then, six 13mm bolts connecting the manifolds to the heads were removed with a ratchet and extension and we pulled the manifolds from the engine compartment. On the passenger side, we removed them from underneath the truck.
Back under the hood, the plug wires were pulled free and the oil dipstick removed (one 15m
Side-by-side, the Banks' Torque Tubes show off their large primaries and better-flowing design. More torque here we come.
Side-by-side, the Banks' Torque Tubes show off their large primaries and better-flowing de
We cleaned up the original steel gaskets, removed any contaminants from the heads, and then bolted the Banks' Torque Tubes in place. Each Banks' 10mm bolt was then torqued to 18 lb-ft, starting from the center and working our way out.
We cleaned up the original steel gaskets, removed any contaminants from the heads, and the

New 9/16-inch hardware for the header flanges was included, as were two new flange gaskets (one doughnut and one ring) and were used to secure the headers to the crossover pipe.
New 9/16-inch hardware for the header flanges was included, as were two new flange gaskets
With the plug wires back in place, the Banks Torque Tubes looked great under the hood and were ready to pull more power from the 4.8L. Before we called the headers done, we reinstalled the dipstick, added the MSD plug wires, and tightened up the rest of the Monster Exhaust.
With the plug wires back in place, the Banks Torque Tubes looked great under the hood and
Completing the Bank's Power performance mods, we plugged the new Banks' Ottomind handheld programmer into the OBD-II port under the dash. We simply followed the easy prompts and answered the questions. We quickly changed the speed limiter, axle ratio/tire size, tune level, and octane rating.
Completing the Bank's Power performance mods, we plugged the new Banks' Ottomind handheld

At this point I was eager to take the truck for a spin, but we first needed to make the truck handle. With the wheels already off, I removed the brake caliper, rotors, and disconnected the brake hose using a flare nut wrench.
At this point I was eager to take the truck for a spin, but we first needed to make the tr
Using an 18mm and 13/16-inch Gearwrench, the upper and lower ball joint nuts were loosened but not removed. The tie-rod end nut was then removed.
Using an 18mm and 13/16-inch Gearwrench, the upper and lower ball joint nuts were loosened
A three-pound "attitude adjuster" mini-sledge persuaded the old spindle to let go of the ball joint.
A three-pound "attitude adjuster" mini-sledge persuaded the old spindle to let go of the b

Perhaps I used too much persuasion because the spindle gave up the fight and broke into pieces (thankfully it busted loose at the same time).
Perhaps I used too much persuasion because the spindle gave up the fight and broke into pi
Up next, the sway bar endlinks and 10mm sway bar mounting bolts were removed.
Take a look at this 144,000-mile, factory junk. Gone forever are the days of handling like a barge.
Take a look at this 144,000-mile, factory junk. Gone forever are the days of handling like

It was a total team effort to get all of the parts installed in one day. Before tackling the new suspension, we took a much-needed lunch break.
It was a total team effort to get all of the parts installed in one day. Before tackling t
With food in our stomachs, famous magazine hand model Marcel Venable began assembling the passenger-side suspension by inserting the new Hotchkis 2-inch drop coil spring the into the spring perch.
With food in our stomachs, famous magazine hand model Marcel Venable began assembling the
Meanwhile, I moved onto the driver-side and bolted on the new McGaughy's 2-inch drop spindle. As you can see, I also bought new hubs for the spindles. If your truck has a lot of miles, be smart and invest in new hubs.
Meanwhile, I moved onto the driver-side and bolted on the new McGaughy's 2-inch drop spind

In went the new McGaughy's shocks. You can also see, the old, crusty tie-rod ends that were reused. Don't worry, we're also going to replace those and the ball joints, just not on this day.
In went the new McGaughy's shocks. You can also see, the old, crusty tie-rod ends that wer
Marcel and I were now ready for the new 17⁄16-inch Hotchkis sway bar. This bar is serious and included really nice greasable bushing mounts and burly new endlinks.
Marcel and I were now ready for the new 17⁄16-inch Hotchkis sway bar. This bar is serious
As mentioned, the new Hotchkis endlinks were very stout and bolted right to the lower control arm.
As mentioned, the new Hotchkis endlinks were very stout and bolted right to the lower cont

I was now able to install the new AP Racing big brakes, which we'll cover in-depth next month.
I was now able to install the new AP Racing big brakes, which we'll cover in-depth next mo
Out back, I had cut out and installed the McGaughy's C-notch on the passenger-side, but ran out of time to handle the driver-side. Thankfully, former Sport Truck editor Mike Finnegan arrived and we quickly put him to work. First, he placed the notch onto the frame and marked the "C" with a scratch awl.
Out back, I had cut out and installed the McGaughy's C-notch on the passenger-side, but ra
With the lines marked, he drilled two large holes on each corner (these will enable a horizontal cut with the saw).
With the lines marked, he drilled two large holes on each corner (these will enable a hori

A Sawzall was then used to cut the frame away and a disc grinder cleaned up the rough edges and trimmed any excess.
A Sawzall was then used to cut the frame away and a disc grinder cleaned up the rough edge
After several test-fitments, the McGaughy's notch was held in place with two C-clamps and the bolt holes drilled.
After several test-fitments, the McGaughy's notch was held in place with two C-clamps and
Each supplied bolt was then torqued to spec and the new polyurethane bumpstop installed.

Keeping with the rear suspension install, each axle U-bolt nut was removed thanks to a breaker bar. To gain access to the driver-side leaf spring bolt, the gas tank had to be lowered down and swung over. This sounds more difficult than it is and two 15mm bolts hold the straps in place. Thankfully, we had less than a quarter of a tank of gas.
Keeping with the rear suspension install, each axle U-bolt nut was removed thanks to a bre
A 13/16-inch wrench was then used to remove the leaf spring bolts, which allowed for the leaf springs to be pulled free. The new Hotchkis 4-inch drop leaf springs were then bolted on using a 2-inch drop shackle from McGaughy's.
A 13/16-inch wrench was then used to remove the leaf spring bolts, which allowed for the l
Helping the truck really handle front to back, we ordered a rear sway bar from Hotchkis. The sway bar came complete with axle clamps, heavy-duty dog bones, and greaseable bushing mounts.
Helping the truck really handle front to back, we ordered a rear sway bar from Hotchkis. T

Step one was to loosely hang the sway bar from the axle and find the proper positioning of the dog bone mount. With the position marked, we drilled two holes in the frame and installed the mount using the supplied bolt bracket and hardware.
Step one was to loosely hang the sway bar from the axle and find the proper positioning of
The dog bones were then bolted into place using Grade-10 hardware. Thankfully, we already had the gas tank lowered on the driver-side, so we had access to the inside of the frame for the driver-side mount.
The dog bones were then bolted into place using Grade-10 hardware. Thankfully, we already
It was now time to tighten the dog bones to the sway bar using the supplied bolts.

Each axle U-bolt was then tightened, the new McGaughy's shocks installed, and the gas tank reinstalled.
Each axle U-bolt was then tightened, the new McGaughy's shocks installed, and the gas tank
Finally, after a long day of testing and wrenching, we were ready to bolt on the new wheels and tires—in this case BMF Novakanes, sized 20x9 inches and Nitto NT05 275/40R20 tires. This combo look sinister and race-ready, a combination not easily achieved for a performance truck.
Finally, after a long day of testing and wrenching, we were ready to bolt on the new wheel
With the jackstands removed and the truck on its new suspension/wheels and tires for the first time, we had our only problem—the wheels wouldn't turn. Come to find out, the McGaughy's spindles had slightly different locations for the brake caliper mounting tabs. Because of this, the AP Racing calipers were rubbing the rotor surfaces and locking up. After a failed grinding attempt in the dark, (sorry Brandan), we called a flatbed and went home bummed out.
With the jackstands removed and the truck on its new suspension/wheels and tires for the f

After working with Stillen to find a solution to the AP Racing brake clearance, super-thin machined spacers were used to space out the caliper and voila, the GMC was up and running better than ever. Back at the test facility, we blasted new 0-60 mph and 1/4-mile times. Factory, our best time was 9.6 seconds to 60 mph and 17.76 at 88 mph in the quarter. With the Banks gear bolted on, we hit 60 mph in just 8.19 seconds, and hit the 1/4-mile marker at 16.7 seconds at 93 mph. Even with a worn-out, slipping clutch, bolt-ons do work!
After working with Stillen to find a solution to the AP Racing brake clearance, super-thin
This "before" stock shot shows the Sierra's barge-like body roll and slow speed through the slalom. Our best run was 52 mph.
This "before" stock shot shows the Sierra's barge-like body roll and slow speed through th
After we installed the McGaughy's/Hotchkis suspension, the truck was a whole new animal. Body roll was cut, speeds increased, and the Sierra was beginning to show its true colors. We then flew through the cones at 64 mph. Look out muscle cars, here comes Project Novakane.
After we installed the McGaughy's/Hotchkis suspension, the truck was a whole new animal. B

On the dyno, the Banks' Power Pack-equipped 4.8L churned out some impressive gains, with our best numbers of 257 hp and 286 lb-ft of torque. That's 35 rear wheel horsepower from easy-to-install bolt-ons!
On the dyno, the Banks' Power Pack-equipped 4.8L churned out some impressive gains, with o

DRIVING IMPRESSION

As an amateur tattoo artist and semi-professional racecar driver, I was thoroughly impressed with the GMC's driving characteristics.
As an amateur tattoo artist and semi-professional racecar driver, I was thoroughly impress
We overuse the word transform, but in this case, it really did just that. As you would expect from a heavily front-biased truck, the Sierra pushes (or plows) in the front, but once you become familiar with it, the truck will absolutely go where you want it to, when you want it to.
We overuse the word transform, but in this case, it really did just that. As you would exp
Give it some gas and understeer is the norm, but it's easy modulated and controlled. With new A-arms being fabricated, new Energy Suspension bushings ordered, along with ball joints and tie-rod ends, Project Novakane has a bright autocross and track future ahead of it.
Give it some gas and understeer is the norm, but it's easy modulated and controlled. With

FROM THE DRIVER SEAT
OK, editors are known for exaggerating and even I can be convicted of pumping things up a tad too much. But, when it came time to fire the ignition and go do some slalom runs, the Sierra went from work truck beater into Project Novakane. With a deep rumble from the Banks Monster exhaust and bulldog-like looks from the lowered suspension, our truck was ready to have some fun. Throttle response was instant, we could hear the throttle body actually sucking air into the intake, and what may have impressed us the most- the Nitto NT05 tires were completely planted. With a treadwear rating of 200, the tires are much stickier and literally eliminated tire spin during hard launches. Despite being designed for lifted and leveling kit-equipped trucks, the BMF wheels fit our lowered GMC perfectly and the deep lip gives the Sierra a unique, race-style look. Handling was impressive, as the slalom times show, we went through the cones 12 mph faster (an incredible feat for just basic bolt-ons). Hotchkis and McGaughy's lowering components worked very well together and combined to give the 4,300-pound GMC a compliant (though for some it may be too stiff for a daily driver) ride with sports car-like turning abilities. We spent just shy of six grand and considering the improvement, we can't think of anything that can transform your truck overnight better than these mods. Next month, check out how well the track-installed AP Racing big brakes, from Stillen, brought the Sierra to a halt from 80 mph.

YOUR QUESTIONS ANSWERED

Time Spent Working: 12 hours
Degree of Difficulty: Intermediate
(If you can follow directions and you have a good assortment of tools, you can do this in your driveway)

Tools Needed:
Assorted metric and standard sockets and wrenches, jack, jackstands, drill and assorted bits, angle grinder, Sawzall, torque wrench, larger hammer, rubber mallet, screwdriver, prybar

Parts Used:
Banks Monster exhaust 48331 $469.06
Banks Torque Tubes headers 48006 $569.00
Banks OttoMind programmer 66053 $299.00
Banks Ram-Air intake 41802 $358.20
BMF Wheels 20x9-inch Novakane in Death Metal Black $450 (each)
Hotchkis front and rear sway bars for lowered truck 2229 $522.95
Hotchkis 2-inch sport coil springs 1914F-disc $75.00
McGaughys 2-inch drop spindles 33002 $329.95
McGaughys 2-inch drop shackles 33037 $49.95
McGaughys front and rear shocks 2050 $63.95
Nitto NT05 275/40R20 tires $279.95 (each)

Total: $5,848.71
(prices from bmfwheels.com and summitracing.com and does not include tax, shipping, or installation)

SOURCE
Hotchkis Performance 12035 Burke Street Suite 13 Santa Fe Springs CA 90670 877-735-6425 www.hotchkis.net	AP Racing/Stillen 3176 Airway Avenue Costa Mesa CA 92626 866-250-5542 www.stillen.com
Nitto Tire 6021 Katella Avenue Suite 250 Cypress CA 90630 877-565-8448 www.nittotire.com	McGaughys Suspension Parts 5680 W. Barstow Fresno CA 93722 559-226-8196 www.mcgaughys.com
Banks Power 546 Duggan Avenue Azusa CA 91702 800-339-2860 http://www.bankspower.com/iq4	Racepak Data Systems 30402 Esperanza Rancho Santa Margarita CA 92688 949-709-5555 www.racepak.com
Summit Racing PO Box 909 Akron OH 44398 800-320-3030 www.summitracing.com	BMF Wheels 1401 N. Batavia Street Suite 107 Orange CA 92867 888-313-2580 www.bmfwheels.com