Power Driven Podcast

Buying someone else's unfinished project truck sounds like a shortcut, but it can turn into one of the most expensive decisions you make. Todd, Will, and Myer break down exactly what to watch for when you're rolling up to a used diesel truck with a head full of optimism and a wallet that needs to survive the trip.The guys get real about why sellers abandon projects in the first place, and why that reason matters more than the deal itself. Money, time, boredom, a problem they couldn't solve, all of it changes what you're actually inheriting when you hand over the cash. Not every truck listed with cool parts is worth what the seller thinks it is, and not every deal is what it looks like on the surface.A big part of the conversation is the physical inspection. Pop the hood and you can tell a lot fast. Firewall insulation and hood insulation are some of the first things to check because they tell you how many times someone has been in there and whether they cared when they put it back together. Wiring is another one. If you see bare twisted wires and electrical tape where a proper loom should be, that truck is telling you something and you should listen.The guys also talk through the secondary market and the reality of flip sellers on classifieds who buy trucks cheap, patch a surface problem, and resell without any real knowledge of the vehicle history. Knowing the difference between a guy who built something and a guy who bought it to move it is one of the most useful skills you can develop when shopping for a project.They cover transmission talk specific to Dodge trucks, including what a shop-claimed "heavy duty" or "towing" transmission actually means versus a real built trans, and why you need to ask the right questions before you assume the drivetrain is sorted. For Cummins trucks from 2019 and up, there is also a conversation about the hydraulic roller lifter design and the failure concerns that make some buyers think twice about the newer platform when they are looking for something they can actually work on and source parts for.The episode closes with the bigger question every buyer has to answer honestly before they shop: are you someone with the tools and knowledge to take on whatever you find, or are you someone who needs to start with a cleaner slate and let a shop handle the build. Neither is wrong, but getting that answer wrong before you buy can cost you a lot more than you saved.If you are looking to pick up a diesel project truck, pull up a chair because this one is worth hearing before you write that check. Subscribe on YouTube and follow on your favorite podcast platform so you never miss an episode.

Part two of the engine building series picks up right where things left off, covering everything from bearing installation all the way through first fire and ring break-in. If you are building a Cummins or planning to, this is the episode you do not skip.Todd, Will, and Myer break down the full Morley bearing lineup, covering P, H, and V bearings and which one belongs in which build. Coated bearings, bearing installation technique, and why cleanliness between the bearing and saddle matters more than most guys realize all get covered in detail. Plastic gauge gets a thorough breakdown too, including an honest story about what happens when you misread a dial bore gauge.Wrist pin clip orientation, rod direction by platform, crank galley cleaning, and which way rods go in a 12 valve versus a 24 valve versus a VP44 are all walked through in real shop language. So are crank gear welding, cam retainers, piston protrusion targets, firing head gasket installation, head stud torque sequence, and valve lash strategy.The break-in section is worth the entire runtime on its own. Proper cam break-in, why you do it without coolant in the block, how to track oil temp with an infrared gun, and why ring break-in requires load are all covered. The crew explains why babying a fresh built diesel causes glazing and oil consumption issues, and breaks down break-in oil, first oil change timing, and cutting open the filter to check for debris.If you are wrenching in the garage and want to build a Cummins that lasts, subscribe on YouTube and follow the Power Driven Podcast on Spotify, Apple Podcasts, or wherever you listen.Everything the guys talked about in this episode, including Morley bearings, assembly lube, and Power Driven Diesel oil, is available at PowerDriven.com. Links below.Shop Power Driven Diesel: https://www.powerdriven.com

If you have ever cracked open an engine block and wondered whether you are missing something the shop guys never talk about, this episode is for you. Todd, Will, and Myer break down the real hands-on engine building process, step by step, using their Myers UCC build as the backdrop for a conversation that covers everything from the stuff you check before you turn a wrench to the stuff that will bite you if you skip it.The episode kicks off with oil galley plug inspection, what the guys call the oil rail, oil rifle, or oil passage depending on who is talking, and why making sure every one of those plugs is seated before assembly is a non-negotiable. They get into cleaning procedures using an engine bore brush kit to pull out machining particles and metal flakes from the cylinder bores and oil passages before anything goes back together.Bearing clearances get a solid breakdown here. The guys walk through main bearings and rod bearings on a Cummins engine, explain why the oil holes in the bearings do not line up the way you might expect, and talk through what proper clearance looks like for street builds versus high RPM race applications. They also hit a detail that trips up a lot of first-time builders: rod caps are matched to their specific rod during the machining process, and swapping caps between rods will cost you roundness and likely an engine.Cylinder wall prep takes up a good chunk of the conversation too. The guys reference using the Total Seal ring break-in compound to verify cleanliness, where green means the wall is ready and brown means you are not done yet. From there the discussion moves into piston ring gap, how they set the second ring at or slightly larger than the top ring, ring orientation during installation, and their experience running Total Seal gapless second rings at higher horsepower levels where piston land strength starts to become a real concern.The back half of the episode covers assembly lube, specifically the Joe Gibbs Driven line and other black assembly greases the guys have had good results with, where to apply it and where not to, and the proper way to lube a camshaft, lifters, and cam lobes before the engine goes together. The cylinder head side of the build runs long and gets pushed to next week, so consider this Part 1 of a two-part deep look at what it actually takes to build a diesel engine the right way.Subscribe on YouTube to catch Part 2 the moment it drops, and if you are listening on Spotify or Apple Podcasts, follow the show so you never miss an episode.Everything the guys talked about in this episode, rings, bearings, assembly products, all of it is the kind of stuff you can find at PowerDriven.com. If you are building an engine, start there.Shop Power Driven Diesel: https://www.powerdriven.com0:00 Intro and Mars UCC engine build overview1:18 Oil galley plugs and why they cannot be overlooked2:30 Cleaning oil passages and cylinder bores4:13 Main bearing installation and oil hole alignment5:03 Measuring journals and bearing clearances7:07 Cylinder wall prep and final cleaning order10:00 Total Seal break-in compound and cylinder wall verification10:35 Measuring rod journals, main journals, and bearings12:30 Bearing clearance specs for street vs race applications13:24 Why race clearances and thick oil do not work on a street truck18:33 Rod cap and rod matching on Cummins and aftermarket rods29:52 Piston ring clearance and piston wall clearance31:42 Ring gap setup and second ring sizing33:34 Ring orientation during installation40:37 Total Seal gapless second ring discussion and high HP concerns42:06 Loctite, fasteners, and oil galley plug sealing49:15 Assembly grease selection and application52:25 Camshaft and lifter lubrication53:45 Episode wrap and Part 2 preview

Pistons are one of those parts everybody installs but not everybody actually understands. Todd, Will, and Myer break down piston design from top to bottom, and if you have ever wondered why there are so many options or which one belongs in your build, this is the episode you need.They start with piston bowl design and why it matters more than most guys think. Narrow bowl versus wide bowl, reentrant versus non-reentrant, and how each design affects the way fuel and air mix inside a diesel cylinder. Because diesels fire fuel directly into that bowl at the very end of the compression stroke, bowl geometry has a direct impact on combustion quality, smoke, and power output in a way gasoline engines never have to deal with. Swirl numbers get covered too, and why that circular mixing motion plays a bigger role in emissions and haze than it does in outright peak power.The conversation moves through piston options platform by platform. Common rail, 24 valve, VP44, and 12 valve all get their own breakdown. The guys talk about why they almost always steer people toward a narrow bowl for over-the-road use, but also when a wide bowl makes sense, like sled pulling and nitrous-limited classes where you are chasing every last horsepower.Cast versus forged is a big chunk of this episode and the guys do not sugarcoat it. Forged pistons are stronger and handle RPM abuse better, but the increased wall clearance required, the wear characteristics, and the oil ring differences make them a poor choice for anything that sees regular street miles. They even mention their factory 6.7 cast pistons surviving a truck that averages 2200 horsepower down the track, and what that says about how capable a properly built cast piston really is.The 12 valve guys get their section too. Stock pistons, the early first gen wider bowl swap, and why the shop has largely moved away from recommending low compression pistons now that six seven blocks are the go-to platform for high-output Cummins builds.Piston coatings and cylinder honing round out the episode. The guys cover their coating experiments on Myer's race truck, what coatings can and cannot protect against, and why proper piston wall clearance is still the thing that determines whether any of it survives.Subscribe on YouTube and follow the Power Driven Podcast on Spotify or Apple Podcasts so you do not miss episodes like this one.Everything from pistons to full build components for your diesel is available at PowerDriven.com. If anything from this episode sparks a build question, the team there can point you in the right direction.Shop Power Driven Diesel: https://www.powerdriven.com

Myer's drag truck just ran a 4.99 in the eighth mile, and the engine making it happen is almost offensively simple. On this episode of the Power Driven Podcast, Todd, Will, and Myer break down what it took to get there and why the technology available to diesel builders right now is changing what is possible at every level of the sport.The guys dig into what that number actually means in context, where the money goes in a build like this, and why high level diesel performance is more attainable today than it has ever been. The conversation covers everything from drivetrain decisions to turbo costs to cylinder head development, all through the lens of what it took to put a tow truck in the fours.Pro Street diesel is growing fast and the boys make a strong case that now is the time to get in. Multiple trucks are running deep fives and dipping into the fours, the parts are better, and the price to compete has come way down compared to even a few years ago.Everything the guys talk about in this episode is available at PowerDriven.com. Links below.Shop Power Driven Diesel: https://www.powerdriven.com

Every diesel guy has been there. The truck feels great empty, pulls hard, and you love it right up until you hook a trailer to it. Todd, Will, and Myer dig into exactly why that happens and what you can actually do about it.The conversation starts with a real story about building a 12 valve for power without thinking about what it would have to do. Big pump, big single turbo, five speed, and a trailer to tow. The result was exactly what you would expect from a setup built for the strip and not the highway. It towed, but it was miserable, and that experience sets up everything else in the episode.From there the guys get into tuning strategy for trucks that need to work. Pedal mapping and throttle input are a bigger deal than most people think, especially when your transmission is mechanically activated and does not know your engine is making twice the power it was designed around. If your transmission thinks you are at light throttle while your engine is at full pull, you are going to have a bad time. Getting the tune and the transmission working together is step one.Turbo selection comes up as one of the biggest places guys go wrong when building a tow truck. Oversized turbos that are great for making peak power numbers are often terrible for towing because they surge, they come on hard, and they kill drive manners under load. Compressor wheel clearances also factor into efficiency and reliability in ways most people do not think about. The right turbo for towing is not the biggest one you can bolt on.Fuel system choices matter too. Massive injectors and multi-pump setups introduce complexity and reliability concerns that become a real problem when you are stranded on the side of the road a long way from home. For a dedicated tow truck, simple and reliable beats flashy every time. Carrying spare parts because you know your setup is likely to break is not a strategy.Tires are another thing that can quietly kill your tow truck. Load ratings, tire size, and how they affect your effective gear ratio all play into how your truck behaves under a load. Going up in tire size without accounting for everything downstream can smoke a transmission and make towing miserable regardless of what else you have done to the truck.The core takeaway is something the guys come back to repeatedly. You have to decide what your truck actually is before you build it. A dedicated tow truck and a street truck that occasionally tows are two completely different builds. You can have a modified truck that tows great, but the parts and strategy have to match the application.If you are building a diesel and towing is part of the plan, this episode is worth your time. Subscribe on YouTube and follow the Power Driven Podcast on Spotify, Apple Podcasts, or wherever you listen.Everything discussed in this episode is available at PowerDriven.com. If you are building a tow truck or a street truck that needs to work, the team can point you toward the right parts for your application.Shop Power Driven Diesel: https://www.powerdriven.com

Todd poached a purse and the diesel community is not happy about it.He showed up to a Blue Collar class drag race in Phoenix with a high mileage Cummins truck, a nitrous setup thrown together the night before from used shop parts, and no real plan to win. Then he won. Now there are posts. Now there are opinions. And now Todd, Will, and Myer are here to talk about it.The truck was not purpose built for the class. It fit the rules close enough to enter and that was the whole strategy. A 62mm turbo, a 52 jet, and a flat foot launch that just happened to hook. No PDD resources, no race prep, no endless planning.The guys break down the full story, get into the spirit vs. letter of the rules debate that followed, walk through exactly what was on the truck, and dig into whether nitrous should be banned from the class or just opened up to everyone with a standardized jet.

Not all Cummins blocks are built the same, and if you are pushing serious power, the one under your hood matters more than most people think. Todd, Will, and Myer break down the full spectrum of Cummins engine blocks in this episode, from the various 12-valve generations to the 5.9 common rail and the 6.7, and explain exactly why the differences matter when the power numbers start climbing.The 6.7 gets a lot of attention here, and for good reason. The conversation covers what makes it structurally superior to earlier platforms: a thicker deck, a larger bore, longer wrist pins, and pistons that have held up to 3,000 horsepower in competition builds without giving up. The guys talk through how modern tuning lets builders get even more out of what is essentially a factory race motor sitting in everyday trucks, and why the 6.7 has earned its reputation as the current king of Cummins diesel performance.The 12-valve conversation goes deeper than most. There are meaningful differences between block variations that matter at high power levels, and the guys cover what to look for. Power Driven offers a 14-millimeter main stud upgrade across their block lineup, including as a standard feature on their 12-valve block, because the math on clamping force versus a stock bolt simply does not leave room for argument.One topic worth paying attention to is the roller lifter issue on newer 6.7 trucks. The guys call it out as a real problem already hitting a significant number of engines, potentially on the scale of what the VP44 pump failure was for the 24-valve crowd. If you own a 2019-and-up Ram with a 6.7, this part of the conversation is worth your time.There is also a breakdown of why dropping a 12-valve head onto a 6.7 block causes combustion problems. The 12-valve injector enters the cylinder at an angle, so the piston bowl is offset toward that injector. A centered bowl piston paired with an off-center injector creates combustion characteristics nobody wants. It is a simple geometry explanation that answers a question the comment section apparently asks regularly.The guys wrap up with some real-world context, including Todd running 10-second passes in his tow truck and a story about winning the fastest pass at an airport drag race against mustangs and a supercharged F-150 on a 6.90 slip. The point being that the power these engines support on the street right now is genuinely historic.If this episode has you thinking about your next block build, Power Driven has you covered with prepped and upgraded Cummins blocks and everything else mentioned in the episode at PowerDriven.com.Shop Power Driven Diesel: https://www.powerdriven.com

The crew is back from Arizona and this one is worth every minute. Todd, Will, and Myer all showed up to the NHRDA Arizona event with trucks ready to race, and nothing went according to plan in the best possible way. If you have ever thought about getting into diesel motorsports, this episode is going to push you over the edge.The NHRDA Arizona event was a well run show under new ownership that delivered on the details, from clear signage to efficient staging lanes to bonus qualifying rounds when time allowed. The crowd was big, the energy was right, and even a PDD shop employee who had never raced before got talked into running Willard the tow truck and came back asking where he could buy one. That is what these events do to people.Todd lined up in the NHRDA Blue Collar class with Vin D against a stacked field of modern power and a $20,000 winner take all purse on the line. The 12 valve Cummins pump gun had something to say about how that ended.Will brought Uncle Rico to the 590 class, qualified strong, and had a legitimate shot at a trophy run before the motor had other ideas on Saturday morning.Myer's Scrat build finally made it to the track after months of fabrication and a last minute Thursday night dyno session that gave everyone just enough confidence to load up and go. The truck made an impression in a hurry.The episode closes with the burnout contest, the Junker, a neutral drop on compound boost, a wall, an exploding fan clutch, and a water methanol tank that had the track crew convinced there was a fuel spill on their hands.If you want to race and you have been sitting on the fence, get a truck ready and show up to an NHRDA event. You do not need an expensive build and nobody is going to give you a hard time for being new. More events are on the calendar including Indiana in June and Montana in August.Several of the parts and components discussed in this episode are available at PowerDriven.com. Whether you are building a race motor, putting together a transmission, or just keeping a working truck alive, the shop link is below.Shop Power Driven Diesel: https://www.powerdriven.com

If you have ever second guessed whether you have the right turbo on your truck or just assumed bigger always means better, this episode is going to sort that out with real numbers from real trucks pulling real weight. Todd, Will, and Myer just got back from hauling to a race in Phoenix and brought the data to prove what properly sized turbochargers actually do out on the road.The guys recap the full tow to the NHRDA event, covering how Willard, their VP44 powered second gen, hauled over 22,000 pounds while running the 60-64 turbo with almost no smoke, no heat issues, and solid boost numbers from Cedar City all the way down to Phoenix.On the other side of that convoy, Myer was pulling 31,000 pounds in his 6.7 common rail tow truck running the Aggressor 480 in a compound setup, holding 30 pounds of boost against 27 pounds of drive pressure the entire way. That kind of boost-to-drive ratio does not happen by accident, and they break down exactly why it worked so well including how a ported cylinder head and cam combination keeps heat out of the air charge and off the radiator when you are working hard under a heavy load.From there the conversation moves into waste gate strategy for both single and compound setups, covering screamer gates, hot pipe gates, and what they learned while tuning the junker for burnout contest reliability at 130-plus pounds of boost. They also get into how nitrous changes the entire equation when it comes to getting exhaust volume out of the system fast enough to keep turbos alive.The guys cover the Aggressor 62-9 and 67-9 singles after running them in the Blue Collar class at the event, including back-to-back comparisons on fuel only and with nitrous. There is a real conversation here about spool characteristics, turbine sizing, and why the 62-9 spools noticeably quicker and what that means depending on what you are actually doing with the truck.They also get into how wide you can spread compound turbo sizes before things fall apart, and the honest answer based on their testing might surprise people who assumed there was a hard limit. The junker running a 62-9 paired with an Aggressor 98 as the atmosphere charger is the case study, and the dyno results on that setup are worth hearing.The episode wraps with a practical breakdown of which turbo makes the most sense depending on your platform and how you use your truck, covering the tow series lineup across the second gen, common rail, and Power Stroke applications. If you are trying to figure out what to put on your rig this is about as straight of an answer as you are going to get from guys who have actually tested all of it.Subscribe on YouTube and follow the Power Driven Podcast on Spotify or Apple Podcasts so you never miss an episode.It is also March which means the Power Driven sale is live sitewide and they are giving away five Aggressor turbos to customers this month. Every hundred dollars you spend earns you an entry. Here is what is on sale:👉 10% off all Power Driven products including heads, transmissions, pushrods, air filters, and oil👉 15% off all PDD fueling 👉 15% off all PDD turbos👉 20% off Power Driven True 6.7L CrankshaftsIf you have been sitting on a parts order this is the month to pull the trigger.Everything talked about in this episode including the Aggressor turbo lineup and the full tow series is available at PowerDriven.com, and if you have been sitting on a turbo upgrade, March is the month to pull the trigger with the sale running and five turbos being given away to customers.Shop Power Driven Diesel: https://www.powerdriven.com

What does it actually cost to build a diesel that makes real power? More importantly, what does it cost when you buy the wrong parts?This week on the Power Driven Podcast, the guys are pulling back the curtain on one of the most debated topics in the diesel performance world: cylinder heads. Whether you're building a Cummins street truck or chasing records in a purpose built race rig, the head you choose can be the difference between a truck that dominates and one that leaves you stranded with a pile of parts you can't use.The crew breaks down the real cost of high performance cylinder heads, from shelf heads running factory valves all the way up to full custom builds pushing toward the $9,000 to $10,000 range. They talk about why a premium head is an absolute must once you start adding big turbos, stacking boost, and pushing into serious horsepower territory on a diesel engine build. A poor flowing head will cap you out fast, no matter how much fuel and air you throw at it.But it's not all about top shelf builds. One of the most important takeaways from this episode is knowing what your truck actually needs. The guys get real about matching parts to your goals, because throwing a race spec head onto a 500 horsepower street truck is just burning money. They dig into the middle ground too, including valves, springs, connecting rods, and pistons, and how the diesel aftermarket is maturing to give builders more competitive options at better price points than ever before.They also give a glimpse into what's being developed in the shop right now for the upcoming UCC build, which is shaping up to be one of the most serious Cummins engine builds the Power Driven team has ever put together. Meyer has been deep in the R&D on a head that could set a new standard for the platform, and the guys are genuinely fired up about where it's headed.Spring is coming. Race season is right around the corner. If you've got a build on the table, this is the episode to listen to before you start buying parts.

What happens when a truck you built for testing accidentally becomes the perfect race weapon? That's exactly what we're dealing with heading into the NHRDA Diesel Desert Nationals in Chandler, Arizona, and we are fired up about it.In this episode of the Power Driven Podcast, we're breaking down everything you need to know about the brand new Blue Collar Class, a street truck drag racing format that is turning heads in the diesel performance world. No boost launches. No prepped surfaces. No Christmas tree countdown. They line you up, flip on a flashlight, and when it goes green, you go. That's it. It's the closest thing to a real stoplight race you'll find at a sanctioned event, and we are here for every second of it.The class has strict turbo size limits based on your platform, a 7,000 pound minimum weight requirement, and a 400 tread wear tire rule so you can't just show up on a full race setup and blow the doors off everybody. They want real trucks driven by real guys, and with a $300 entry fee and a $20,000 payout purse on the line, the competition is going to be serious.Here's the wild part. Our 12 valve test rig Vin-D, the truck we've been running injector tests, tow tests, and dyno pulls on for months, just so happens to sit right around 740 horsepower with a 67.9mm turbo and a towing cam. We did not build this truck for the class. It just worked out that way. Now we're going to dial in the wastegate, throw on some fresh rubber, and see what this thing can do when the light goes green from a dead idle.We also talk about which platforms have the real advantage in a class like this, why common rails could be tough to tame off the line, and what it would take to actually build the perfect Blue Collar Class truck from scratch. If you've ever wanted to go racing without dropping a fortune on a purpose built drag truck, this episode is going to get your gears turning.

Ever dropped a stack of cash on a diesel performance mod and wondered why your truck drives worse than before? Yeah, we've been there. In this episode of the Power Driven Podcast, Todd, Myer, and Will sit down in the race shop to talk about the modifications that people do to their diesel trucks that either flat-out ruin them or just don't deliver what they promised.We kick things off with the age-old debate about leveling kits, stance boy wheels, and oversized tires on diesel trucks. Will's got some strong opinions here, and if you've ever wondered why your second gen Dodge or third gen Cummins follows every groove in the asphalt like a shopping cart with a bad wheel, this is the conversation you didn't know you needed. Spoiler: your ball joints aren't happy either.From there we get into the performance mods that sound great on paper but end up costing you more than they're worth. We're talking oversized injectors, 13mm injection pump sizing on builds that have no business running them, and the classic mistake of throwing the biggest, baddest parts at a tow truck that just needs something sensible. We hear from guys constantly whose 12 valve Cummins or VP44 went from awesome to terrible overnight chasing a spec sheet.We also dig into the intake horn debate with real dyno testing data, cold air intakes, intercooler upgrades, diesel exhaust systems, and the old school practice of dropping compression with oversized head gaskets. All covered with actual shop floor experience, not just YouTube theory.The big theme of this episode? Right-sizing your build for your actual goals. Whether you're towing, pulling, or just want a badass street diesel, matching your parts to your power level makes or breaks the whole thing.If you've ever had buyer's remorse on a diesel truck build or you want to avoid it, this one's for you.

Everybody loves boost. The higher that gauge climbs, the better, right? Well, not exactly.This week on the Power Driven Podcast, Will and the guys get into one of the most argued topics in diesel performance. Boost. What it actually means, why more of it doesn't always equal more power, and where the whole "boost is just a measurement of restriction" idea even came from.The conversation started after a buddy rolled in from Washington with a 6.0 Power Stroke on one of their new 68mm GT turbos. The thing laid down 662 horsepower to the wheels on completely stock heads and a stock intake. At only 33 pounds of boost. Meanwhile builds running 45 to 50 pounds are struggling to match that number. So what gives?Turns out the number on your boost gauge is only part of the story. What's happening on the exhaust side, how well your cylinder heads flow, your intercooler efficiency, air density, exhaust back pressure, all of it plays into how much power actually makes it to the tire. The guys break all of that down in a way that actually makes sense whether you're building a diesel drag truck, a tow rig, or just trying to get more out of your daily driver.They also get into why diesel turbo technology has quietly lapped the gas performance world, the real reason gasoline engines can make insane power at lower boost, and the tuning strategy behind the Junker's 1,170 horsepower 12 valve build.Plus the age old turbo sizing debate, why chasing peak dyno numbers can actually ruin a truck, and why the best feeling diesel you've ever driven probably wasn't the highest horsepower one.You don't feel a horsepower number. You feel fun.If you want to go deeper on diesel performance, turbo theory, and real world builds, subscribe to the Power Driven Podcast and leave us a review. It helps more diesel guys find the show and keeps the conversation going.

Ever wonder if cylinder heads actually matter on your diesel truck, or if it's all just turbo talk? In this episode of the Power Jam Podcast, we're diving deep into the world of cylinder head performance after picking up a massive 73 horsepower on our short bed 12 valve Cummins with our stage two street performance head.For years, diesel guys have been told that boost solves everything. Got a restrictive head? Just add more boost and call it good. We're here to bust that myth wide open and explain why your engine actually cares about head flow, even when you're running a turbo. Whether you're driving a 12 valve, 24 valve, or common rail Cummins, understanding how air actually moves through your engine is the key to unlocking real power.We break down complex concepts like pressure differential, coefficient of discharge, and port velocity in ways that actually make sense. No engineering degree required. You'll learn why bigger valves aren't always better, why some expensive ported heads actually perform worse than stock, and how something as small as a valve job can make or break your entire build.This isn't just theory either. We talk real world results from trucks like Vendee, which is making 739 horsepower on a single turbo while staying remarkably clean. We discuss the differences between tow heads, street heads, and race heads, and help you understand which option makes sense for your application and budget.Whether you're building a dedicated sled puller, a reliable tow rig, or a street truck that needs to last, we cover everything from intake shelf modifications to induction hardened seats. We even tackle common questions about dimpled ports, oversize valves, and why some performance heads fail sooner than others.If you've ever wanted to understand what really happens inside your diesel engine and how to make smart decisions about cylinder head upgrades, this episode is for you. We keep it real, keep it practical, and give you the knowledge to make your truck perform better without wasting money on parts that don't deliver.

Welcome to the Power Driven Podcast from Power Driven Diesel. In this episode, we're answering a listener question from SuperCalFragilisticExpialidocious7314 about different power adding systems for diesel trucks.We start by talking about our experiences with water injection and water methanol injection on multiple builds. Spoiler alert: water injection lost power on almost every truck we tested, from single turbo street trucks to triple turbo race setups. There was only one time it actually picked up power, and we'll explain exactly why that happened and what made it different.Then we get into methanol injection and why it can actually add real horsepower on certain trucks, especially those with fuel system limitations like VP44 pumps. We've seen methanol add anywhere from 40 to 100 horsepower depending on the setup, and we explain the science behind why it works, when it helps with EGT control, and when it doesn't. We also touch on propane injection, nitro methane testing we did on one of our old trucks, and why compound turbo setups sometimes respond differently to methanol than single turbos.The second half of the episode covers superchargers versus turbochargers on diesels. If you've ever wondered why superchargers are popular on gas engines but almost nonexistent in the diesel world, we break down the real reasons. We talk about parasitic loss, why diesels need way more boost than gas engines, and why that creates huge problems for superchargers trying to keep up.We also discuss some real world examples of builders who tried supercharger only setups and supercharger turbo compounds, including results from guys like Brad Ponzi and Crazy Carl's Turbos. The results might surprise you, but we explain exactly why turbos keep winning in the diesel performance world.If you've got questions about water meth, boost systems, or anything diesel performance related, drop them in the comments. We read every one, and yours might end up as a full episode topic.

2800 degrees does matter. That will melt everything after the engine.” We kick this one off with a real story about a pegged EGT gauge and use it to crack open what exhaust gas temperature actually tells you and why placement matters. We explain EGT in plain terms and dig into the difference between reading pre turbo and post turbo, including the ballpark rule one of us saw when testing that showed roughly 100 degrees per 10 pounds of drive. Most light duty diesel folks read pre turbo, so the rest of the conversation stays there.From there we poke at the old 1250 safe myth and talk about why newer common rail trucks can see 1350 to 1400 on a hard pull while a 12 valve might not love that long term. Timing plays a huge role and we lay out how advancing timing can drop the EGT number while raising the actual heat the piston sees. That’s why a lower number isn’t always safer. We walk through the failures we’ve actually seen in the shop and at the track like melted turbine wheels and dividers when the hot side is the weak link versus pistons that scuff from heat and clearance. We also share a simple towing habit that helps, which is watching coolant as a proxy for oil temperature and backing off after a big climb instead of idling hot.If you’re fighting high EGT while towing we talk through fixes that work in the real world. The big one is getting the right turbo for your RPM and load because a mid sized single makes a truck smoky and hot. Freeing up the exhaust after the turbo helps drive pressure and spool. An upgraded intercooler can drop intake temps and we’ve seen that turn into a noticeable EGT reduction. Cylinder head flow and a sensible cam improve volumetric efficiency so the same fuel makes more power with less heat. We even get into water and water meth injection and where it can make sense. We wrap it with how we’d spend money on a tow build with tuning first then turbo then fuel and why that order worked on our own tow rig. If you care about towing, turbos, timing, common rail versus 12 valve behavior and real diesel performance, this episode is for you.

Fuel mileage is one of those things everybody talks about, but when you start digging into it, you realize it is not just one magic mod. In this episode of the Power Driven podcast, the guys get into what actually moves the needle on diesel pickup fuel economy and why some trucks can pull off numbers like 30 miles per gallon when most people assume that is impossible.It kicks off with a FreedomWorks video where a built 12 valve Cummins shocks everybody by cracking over 30 mpg in a baseline run, and that launches the whole conversation. They talk about how that truck was not stock, it had things like timing bumped, bigger turbo setup, four inch exhaust, and it was a two wheel drive, which matters more than people want to admit. From there they get real about the biggest easy win, getting rid of waste, and a lot of that starts with how fast you are driving. Dropping speed to keep rpm down and cut wind drag can be the difference between a normal 16 to 17 mpg truck and something that starts creeping into the low 20s.Then they spend serious time on tires because the difference is not small. They explain why skinny tall tires like a 235 85 16 can help drop cruising rpm and rolling resistance, and they compare that to what happens when you go bigger and more aggressive. They also get into the reality of injectors and timing, and why more timing is basically step one across platforms, whether you are talking 12 valve, 6.0 Power Stroke, or common rail. They break down timing in plain terms, why emissions pushes timing in a certain direction, and how tuning decisions like timing split can make a truck efficient without being risky when you are just cruising.From there it rolls into airflow and turbo choices, why turbine side matters so much for efficiency, and how transmission lockup, rail pressure, and even smoke all tie back into fuel economy. The whole thing feels like a shop conversation that connects the dots between diesel performance parts and real world miles per gallon without pretending there is one simple answer.

Diesel drag racing is officially back, and 2026 is shaping up to be a turning point for the sport. With new ownership, renewed momentum, and real effort being put into growing diesel motorsports nationwide, this episode of the Power Jam Podcast breaks down why now is the time to get involved and how anyone with a diesel-powered vehicle can jump in without it being intimidating.In this episode, the guys talk through what the changes in diesel racing actually mean for everyday enthusiasts, from the resurgence of organized events to the excitement around unified rules and growing participation. They reflect on how diesel drag racing exploded in the early 2000s, why it slowed down over the years, and why the conditions are finally right for it to grow again. The focus isn’t just on watching from the stands, but on encouraging more people to bring their trucks to the track and experience it firsthand.A big portion of the conversation walks through exactly how to get started racing, especially in the Sportsman class. They explain why you don’t need a fast truck, a massive budget, or race-only equipment to participate, and how consistency and reaction time matter more than horsepower. From tech inspection and staging lanes to understanding the tree, reaction times, and time slips, the episode removes the mystery around drag racing and makes it approachable for first-time racers.The discussion also covers how bracket racing works, how dial-ins and reaction times decide races, and why slower classes are often the most competitive and fun. As the episode progresses, they touch on moving up into faster classes, what changes as speed increases, and why learning the fundamentals in Sportsman sets you up for long-term success.If you’ve ever thought about racing your diesel truck but didn’t know where to start, this episode lays it out in real-world terms. It’s about growing the sport, helping new racers feel welcome, and keeping diesel motorsports alive by getting more trucks on the track.

We learned some things in 2025 that completely reshaped how we think about diesel performance, and a lot of it challenged what most people assume about power, smoke, and tuning.This episode of the Power Driven Podcast is a year end breakdown featuring the Power Driven Diesel crew reflecting on everything they tested, broke, and learned throughout the year. The conversation covers diesel performance across multiple platforms including 12 valve Cummins, common rail Cummins, and VP44 setups, along with what real dyno testing and track time revealed. From R&D and turbo testing to race truck builds and tow rigs, this episode explains why small details in air, fuel, and timing matter more than chasing parts alone.One of the biggest topics is smoke versus power and why adding fuel does not always mean more performance. They dig into the question of whether smoke adds power on a diesel and explain how different platforms respond, especially comparing older 12 valve technology to modern common rail engines. The discussion naturally leads into AFR tuning, running lean versus rich, and how nitrous diesel tuning completely changes the equation when it comes to heat, burn efficiency, and timing. There’s a deep look at nitrous on diesel engines, including why pulling timing with nitrous is critical, how automated nitrous control improves consistency in diesel drag racing, and why feed line size and solenoid flow actually matter.Turbo upgrades and truck builds are another major focus. The crew breaks down real dyno results from turbo testing on different trucks, including the Junker drag truck, Windy, and Willard. They talk through GT55 and Aggressor turbo results, injector sizing lessons, and how some setups made more power than expected without bending factory rods. There’s also insight into wastegate testing, comparing screamer gate versus hot pipe gate setups on compound turbos.The episode wraps with lessons on VP44 Cummins performance, towing capability, camshaft upgrades, cylinder head flow testing, and why there’s still a lot of untapped potential in Cummins head design.Subscribe for more Power Driven Podcast episodes, follow along for more diesel performance testing, and check out everything Power Driven Diesel is building next.

If you had to pick just three upgrades to make your tow truck better, what would they be?In this episode of the Power Driven Podcast, Will, Todd, and Meyers break down their own personal tow trucks and go head to head choosing their top three favorite upgrades. They turn it into a white-elephant style game where once a mod is picked, nobody else can use it, forcing each guy to really think about what has made the biggest difference in how their trucks tow, drive, and survive long miles. This conversation hits home for diesel enthusiasts because it focuses on real world diesel performance, not bench racing or internet theory.The episode kicks off with tuning as a must-have upgrade and why controlling fuel, power delivery, and transmission behavior is step one for any modern Cummins tow rig. They explain how multiple EFI Live tunes allow different transmission pressure strategies for towing versus street driving, and why constant high line pressure is a fast way to create unnecessary heat and wear. From there, turbo upgrades come into play, including variable geometry turbos with billet actuators and how a stronger, more consistent exhaust brake can completely change downhill control and driver confidence.As the picks continue, the conversation moves into built transmissions with second gear lockup, lower stall torque converters, and why factory shift strategies fall apart once you add power. They also dig into suspension upgrades like airbags and onboard air systems, explaining how leveling the truck and controlling tongue weight makes towing safer and more predictable. Exhaust brakes, rear sway bars, headlights, brakes, shocks, and tires all come up as critical upgrades that reduce stress when towing heavy through wind, traffic, mountains, and backroads.Over the course of the episode, the conversation naturally bounces between real world diesel performance, Cummins tow rigs, tuning strategies, turbo setups, and what actually makes a truck nicer to live with when you’re towing heavy. It’s the kind of discussion that comes from years of hauling trailers, breaking parts, fixing mistakes, and figuring out what upgrades actually make a difference.

This one turns into a battle royale fast, with Myer and John wasting no time getting into a heated shop floor debate about extreme diesel performance and what really works when you are pushing the limits.The conversation dives straight into drag racing setups, large single turbo strategy, and the tuning challenges that show up when you are chasing real, repeatable power. A major focus is why mechanical injection setups often seem to extract more out of big single turbos compared to common rail, especially when dyno testing at higher elevation. For diesel enthusiasts who actually build, tune, and race their trucks, this matters because it directly affects spool, drivability, consistency, and whether a setup survives repeated passes or starts melting parts.One of the key discussions centers around a fuel only goal of 1,500 horsepower on a 6.7 Cummins running a 98mm GT55 style turbo. They break down how the dyno testing process worked by starting with low fuel quantity and timing, then gradually stepping things up until timing stopped making gains and fuel became the deciding factor. Myer explains why pushing past that range started to hurt the truck’s manners and why nitrous became the tool for setting peak power while keeping the truck responsive and controllable instead of lazy and unpredictable.They go deeper into why large single turbos struggle more at altitude, particularly on common rail trucks that burn fuel so efficiently in cylinder that there is not enough heat left to drive the turbine. The discussion covers attempts to tune around that limitation, including lowering rail pressure to mimic a more 12 valve style burn, the dangers of overfueling a big single, and why once the setup falls off there is often no saving it mid pull. They also talk through future plans like switching to a ten bar map sensor, experimenting with pressure and timing, and trying to find the balance between clean combustion and enough exhaust energy to keep the turbo lit.Real world shop experience is layered throughout the episode, including nitrous strategy for drag racing, why compound setups can feel more foolproof even with the added weight, and a nitrous backfire that blew an intake pipe off and dented a hood during testing. If you are into diesel performance, Power Driven Diesel shop talk, Cummins builds, VP44 discussions, dyno testing, turbo upgrades, drag racing, and truck builds, this episode delivers straight insight from guys who live it. Subscribe for more episodes and stay locked in with everything happening at Power Driven Diesel.

We break down how to build a clean street friendly 1000 horsepower 12 valve Cummins without the smoke show or sketchy manners. This Power Driven Podcast features Meyer with guest John Schroeder from Black Tie Race Fab, and the crew gets real about what it takes to cross four digits while keeping a truck fun in town, on the dyno, and at the strip. Instead of throwing the biggest parts at a 12 valve, they walk through the combination that actually works in diesel performance, from engine foundation and timing to turbo sizing, compound setups, fuel supply, and boost control.The first myth they crush is the idea that a giant 13 millimeter pump and huge injectors are mandatory. A well planned 12 millimeter with a 215 pump’s timing advance often makes more usable power with better manners. Too little timing creates what they call phantom boost because the burn finishes in the manifold, not the cylinder. Add sensible timing and boost can drop while power climbs because the work happens in the chamber where it belongs. On the hard parts, rods and rod bolts are smart for a torquey street combo, and the Junker’s proven recipe shows what survives at this level with piston to wall around ten to eleven thousandths and a wider top ring gap. Up top, a ported head with fire rings keeps power up and intercooler boots alive when boost hits triple digits, and quality valve springs with a moderate cam keep rpm happy without turning the truck into a picky race piece.Turbo sizing is where street trucks win. Oversized fuel with lazy air equals smoke and frustration. The team explains how a small responsive manifold charger like a 62 paired with a large atmosphere charger such as an Aggressor 98 on a GT55 lights early, pulls hard, and still delivers four digit results. Wastegate control can swing total boost from roughly the mid one hundreds down near one hundred without always adding power, which proves that airflow quality beats a big number on the gauge. Fuel supply is its own power adder on a P pump. You need volume to flush aeration between injection events, whether that is a strong mechanical lift pump or a smart boost referenced electric. An adjustable pump gear is cheap insurance against slipped timing and makes fine tuning fast and repeatable.If you care about Cummins tuning, dyno testing, turbo upgrades, drag racing, and real world truck builds, this episode delivers with takeaways like compound turbo street setup, 215 pump timing advance, lift pump volume for a P pump, and a ported 12 valve head with fire rings. Subscribe for more and follow Power Driven Diesel for the builds, parts, and testing that make these trucks fast and fun.

One spec turbo, instant green starts, and a purse swelling toward one hundred grand turned this class into the wildest storyline in diesel drag racing.This episode of the Power Driven Podcast is hosted by Will and jumps straight into the future of diesel motorsports with Josh and Myers in the room. The crew uses the 72 Fast class that runs alongside UCC in Indianapolis as the case study for where the sport is heading and why it matters to anyone who cares about diesel performance and the community that builds, tows, tests, and races these trucks.They lay out the rules that make this thing so fierce. Every entry runs a VS Racing seventy two eighty T4 turbo and must weigh a strict six thousand pounds with no tolerance. It is fuel only, so no nitrous, no injectables, and no water to air intercoolers except where a factory six seven Power Stroke came with one. Factory pumps are required, a factory ECM is mandatory even if you swap brands, and there is no trans brake. There is a parc ferme style impound between rounds, no test passes in the days before the event, and an instant green start on race day. The entry options even included a package with the turbo, the purse began at fifty thousand, contingencies piled on, and the total payout grew toward one hundred thousand as the entry list capped at one hundred thirty five.From there it gets technical in all the right ways. The guys explain why common rail tuning windows and cylinder head airflow are a real edge over a twelve valve, how port velocity and reversion affect turbo efficiency, and why a P pump setup benefits from a larger turbine to deal with heat and drive pressure. Expect everything from eight or nine hundred horsepower to well past a thousand, and on an eighth mile you could see anything from six eighties to possible high fives depending on weight, power, and the leave. With foot brake only and an instant green tree, reaction time and a clean launch can beat raw power, which is exactly why this format pulls in racers from street truck roots to serious shop builds.Culture and logistics get their due as well. Burnout pits are drawing bigger crowds because fans can stand close and feel the noise and smoke, which makes them a real part of the show. There is talk of bringing an air limited, fuel only class out West, maybe pairing it with dirt drags or a street weight sled pull so the barrier to entry stays low. The no time format keeps scoreboards dark, but the tower still sees times and track officials have the final say, a reminder that safety, licenses, and sportsmanship still matter when serious money is on the line. Contingency bounties add even more spice, including brand versus brand bonuses when one platform sends another home.If you live for diesel performance, Power Driven Diesel tech, Cummins talk, VP44 history, dyno testing, turbo upgrades, drag racing, and truck builds, this conversation is packed with shop floor reality and race day strategy. Long tail topics woven throughout include 72 Fast class rules at UCC, VS Racing seventy two eighty spec turbo details, six thousand pound minimum weight, factory ECM only with no trans brake, instant green fuel only diesel drag racing, no test pass rule with impound, and eighth mile strategy on a budget.Subscribe, drop your take in the comments, and follow Power Driven Diesel for more episodes that keep you in the lanes and in the shop.

Diesel really is king when it comes to doing real work, and in this episode of the Power Driven Podcast the crew slows things down and explains why in plain language. The whole conversation kicks off because a viewer told them they were talking over his head, even though he is a car guy, so they decided to go back to basics, talk in a way everyone can follow, and break down why they love diesels, why they are better for work, and where all the old misconceptions came from.They start by going back to the nineteen seventies oil embargo, when fuel prices spiked and Oldsmobile rushed out those early diesel car engines that were basically gas designs turned into diesels. Those things were slow, unreliable, non turbo junk, and that is where the idea that diesels are noisy, smoky turds really stuck. From there they walk through why modern diesel performance is a completely different world. Higher compression ratios, no throttle blade to choke airflow, and a huge usable air fuel ratio range all add up to better efficiency and better fuel mileage. They talk real numbers on air fuel ratio for gas versus diesel, explain pumping losses, and compare BTUs in diesel and gasoline so you understand why ships, trains, and semis all run on heavy fuel and diesel instead of gas.The episode then moves into torque, dyno behavior, and how turbos change everything. The guys explain why a diesel can live all day in that sixteen hundred to twenty six hundred rpm power band and still pull hard, while a gasoline tow rig has to scream and constantly downshift to make the same horsepower. They dig into how turbochargers effectively multiply engine size, why compound turbos on a Cummins let you add air, run leaner, and pick up big power on the dyno without adding more fuel, and how that shows up on the road when you are towing a trailer up a grade. There are real towing stories about EcoBoost and half ton gas trucks struggling with plugged converters and heat, compared to turbo diesels that just chug along and even get more efficient as you add load. They also touch on modern emissions systems, cold running exhaust, short trip driving, and why older seventies diesels feel weak while newer pickup and semi truck engines are built robust with heavy rods, pistons, and high pressure fuel systems that make serious diesel performance possible.If you are into Power Driven Diesel tech talk, Cummins trucks, dyno testing, turbo upgrades, drag racing with tow rigs, or just want a clear diesel vs gas towing and fuel economy explanation, this back to basics episode is a solid listen. Subscribe for more Power Driven Podcast episodes, follow along for more diesel performance content, and keep up with the latest truck builds, towing tests, and shop stories from Power Driven Diesel.

Scrat, a 1996 second gen Dodge, is headed to the Ultimate Callout Challenge 2026 with Myer at the wheel, and the plan is simple. Build it in the shop, keep it serviceable, and make it live through the dyno, the drag strip, and the sled pull.This episode of the Power Driven Podcast features Will and Todd with Myer talking through the UCC plan, why it matters to diesel fans, and how it stacks up against King of the Streets. The focus is on real shop work, quick turnarounds, and a strategy that favors reliability without taking the fun out of pushing hard.Scrat is getting a back half and four link while keeping a steel cab and a straightforward layout. The goal is to be around four thousand six hundred pounds with driver, chase a five forty in the eighth mile, and make a strong dyno number with a clean nitrous plan. Tuning talk stays practical, from common rail control to the debate between an 06 to 07 Bosch 849 and a Bosch motorsport standalone, with Haltech pieces already in play. Transmission work is front and center as well, taking lessons from Josh and The Godfather into a forty eight based setup aimed at holding power without slipping.The conversation hits safety and prep too, from blown tire lessons on the chassis dyno to smarter safeguards that do not get in the way of a good pull. Competition looks stout with names like Lenny Reid in the mix, which is exactly the kind of field that makes UCC worth the grind. Testing in Vegas, engine work in house, and steady progress updates will lead up to the first week of June 2026.If diesel performance, Cummins power, dyno testing, turbo upgrades, drag racing, and real truck builds are your thing, subscribe to the channel, follow the Power Driven Podcast, and keep up with Power Driven Diesel as Myer gets Scrat ready for the Ultimate Callout Challenge.

An 850 horsepower Cummins that tows, daily drives, and still rips the tires at 80 miles an hour.This episode of the Power Driven Podcast is all about building a real 850 wheel horsepower street truck the kind you can hook to a trailer, commute in, and still line up next to the neighborhood Corvette with a smile. The Power Driven Diesel crew walks through proven recipes across 12 valve, VP44, and common rail platforms and explains what actually keeps a combo reliable at this level. It matters because most diesel enthusiasts want the do it all truck that hits hard without turning into a fragile race only build.The guys start by setting expectations for a street friendly 850. Bottom ends are tougher than most people think, so you usually do not have to crack the pan, but you do need to address head sealing. At this power, a firing head gasket is the long term answer, with O rings workable if you keep timing and low rpm torque in check. A mild port job helps drop boost and pick up drivability, and a street cam like a Colt Stage 3 type grind noticeably improves the way the truck comes on. They hammer home a big lesson on compression too. On a 12 valve, a 6.7 crank in a 5.9 for a six point one stroker bumps compression and makes chargers light quicker, which is why higher compression often drives better and lives better well past the four digit mark.Fuel and air are where the recipe really comes together. For a 12 valve, think quality lift pump with a boost referenced return regulator so base pressure cruises in the low 30s and rises into the mid 50s to 60 under load. Pair that with a 215 style P pump build and clean streetable injectors such as a Power Jet Stage 2 or Stage 3 so you get heat control without haze. Factory lines are fine at this goal, and delivery valves around 055 keep manners sharp. On the turbo side, this is a compound conversation. Setups like a 62 67 over a 476 or stepping the atmosphere to a 480 make the truck faster and cooler on the same tune, carry power further in each gear, and tow easier because you are not forcing the intercooler and radiator to soak up unnecessary heat.They do not skip the parts that keep the whole package alive. Stronger valve springs and pushrods are a must, billet freeze plugs are cheap insurance, and the intake plenum gasket needs the later steel shim style with sealant so it does not blow out when boost climbs. Intercoolers become a wear item above roughly 60 pounds, so plan to upgrade and use quality boots. Transmission wise, a manual needs a serious dual disc and upgraded shafts, while a street tuned 47 or 48 with billet input and output, a good converter and flexplate, and firm but livable line pressure lands right in the sweet spot for an 850 setup.If you are chasing the same number on a VP44 or common rail, the strategy adjusts but the goal stays the same. A VP44 can get there with more air than you think and very careful tuning, while a common rail likes MLS gaskets with real studs, 60 to 100 percent over injectors sized for street use, a healthy lift pump, and a ten or twelve millimeter CP3 depending on air. The third gen compound recipe that keeps the stock charger and adds a 476 underneath remains a tow ready crowd favorite.If you are searching for diesel performance ideas, Power Driven Diesel guidance on Cummins combos, VP44 tips, dyno testing insights, turbo upgrades that actually help, drag racing realities, and streetable truck builds, this episode is packed with long tail takeaways like building an 850 horsepower Cummins street truck, choosing a compound turbo 62 67 over 476, planning a firing head gasket 12 valve, and dialing a boost referenced lift pump regulator for clean power.Subscribe to the channel, follow the podcast for new episodes, and check out more Power Driven Diesel content for the parts, testing, and real world data that make your next build run hard and last.

We got the invite to light up the SEMA burnout pit, so we’re bringing the Junker drag truck and a street-driven mega cab named Ruby and seeing how much smoke and noise a couple of diesels can make before the tires give up.This episode of the Power Driven Podcast features Will, Meyer, and Todd bench-racing their way through a last-minute game plan for Horsepower Rodeo at SEMA alongside Weston Champlin and the Australian burnout crowd. It matters because the diesel community rarely gets to show what a Cummins can do in a pro burnout format, and the crew is honest about the tradeoffs. Burnouts are hard on parts, time is short, and the trucks are real. That tension between putting on a show and keeping the rigs alive is exactly what most blue-collar diesel folks juggle in their own shops.You’ll hear the unfiltered strategy session for making instant smoke and keeping it controllable. The Junker’s rear brakes will be taken out of the equation with a simple ball valve or a drift handbrake so the truck can boost at the line and roll clean without dragging the engine down. Converter lockup, neutral-to-third experiments, and governor spring limits at roughly five thousand rpm all get kicked around, with the guys weighing clutch loads, sprag risk, and what happens if the forward clutch grabs before the direct. It’s equal parts courage and common sense, just like any backyard burnout plan that actually sees pavement.Cooling and reliability are the next battle. Past burnouts cooked boots, melted lines, and lit things on fire, so the plan calls for forcing the fan on through tuning or a dummy coolant temp sensor, pulling the hood for airflow, and testing water-meth gear repurposed as a spray bar. Boost-activated switches at twenty to thirty-five psi will mist the intercooler or radiator, with staging jets sized to keep flow up without drowning anything. There is real talk about pre-turbo versus interstage injection, thermostat behavior and recirculation, and why higher coolant velocity through the radiator can still pull more heat. Cabin survival even comes up, from taping door jamb vents to running the HVAC on recirculate so the driver is not choking on his own smoke mid-show.The look and feel matter too. A quick hood stack for velocity and spectacle is on the table, along with short-bed bedsides to tighten the wheelbase and make the Junker whip easier in the pit. Sway bars front and rear get the nod for stability, and the boys daydream a little about a Dana 70 or 80 wheelie bar with dually rollers just because it would be ridiculous and awesome. Tires may get overinflated into pie-cutter shape for quicker belt exposure, and there is even talk of a scoreboard showing wheel speed for bragging rights. Logistics are real as well. The Junker will be towed to Las Vegas, Ruby might get towed too, and the spares list includes boots, turbos, and whatever breaks on day one.If you’re into diesel performance, Power Driven Diesel shop talk, Cummins 12-valve burnouts, turbo setup and cooling strategy, drag racing culture, and rowdy truck builds, you’ll feel right at home. Long-tail topics covered include SEMA burnout contest Horsepower Rodeo, diesel burnout setup with handbrake versus line lock, Cummins hood stack ideas, boost-activated water-meth spray bar for intercooler and radiator cooling, short-bed swap benefits for a drag truck, front and rear sway bar choices for burnouts, cooling fan override on a Cummins, and real-world burnout tire and wheel speed chatter.Subscribe to the channel, follow the Power Driven Podcast for more episodes, and check out Power Driven Diesel for the parts, tech, and build inspiration that keep trucks smoky, loud, and alive.

We thought we had a built transmission until Willard’s converter started slipping on the highway with a trailer behind it.This episode of the Power Driven Podcast features Todd, Myer, and Will breaking down what built really means when you are talking transmissions on a VP44 powered second gen. Using our 2001 Ram tow rig Willard as the example, we talk through line pressure, torque converter lockup, and why some local shop builds feel fine on the dyno but fall apart in real towing. For anyone who relies on their truck to make a living or get the toys to the weekend, this stuff matters because heat, slip, and bad parts choices can ruin a trip fast.We start with line pressure and why a 47RE is usually around 100 to 110 psi in stock form, while many pan off kits on pre 03 trucks only bump that to roughly 120 to 130. More pressure can help clutches hold, but it also makes heat and steals cooler flow, so you have to balance power with reliability. Then we walk through the tow that exposed the problem. On the dyno Willard made about 450 horsepower on the big tune and about 430 on tune five with great EGT control. Hooked to the trailer at freeway speed, a 300 to 400 rpm flare under lockup told us the single disc converter clutch was slipping. We explain how to spot that, why cruise control can make it worse, and how backing the tune down saved the trip instead of making metal.From there we talk about what separates a true build from a parts list without going nuts on details. A good triple disc torque converter adds real lockup capacity. A billet input shaft and a stronger flex plate matter once you are past the mid power range. The valve body is where a lot of the magic happens, so we discuss testing on a stand, cleaning up leaks, keeping reverse pressure in check, and protecting cooler flow. At the big power end we touch on simple lube mods and rollerized planetaries so you do not friction weld expensive parts when you lean on it. If you have ever been sold a stage six without knowing what is inside, this will help you ask better questions and match the build to your goal.Along the way we naturally cover diesel performance, Power Driven Diesel, Cummins, VP44, dyno testing, turbo upgrades, drag racing, truck builds, and long tail topics like what is a built transmission, 47RE line pressure, diagnosing converter slip while towing, triple disc torque converter upgrade, valve body test stand, cooler flow vs line pressure, and second gen tow rig setup.Subscribe for more episodes and follow the Power Driven Podcast for new drops, tech talks, and real world shop lessons from the Power Driven Diesel crew.

We finished 52 horsepower short of the goal at the Diesel Fam event in Cedar City, but that setback didn’t last long. In this episode of the Power Driven Podcast, hosts Will and Myer sit down with Utah Custom Builder and Content Creator Wes Beaman to talk about how he brought his 6.7 Cummins build “Side Piece” to the Power Driven Diesel shop to finally hit the number he’d been chasing all season. Wes shares his background, his passion for teaching through social media, and the lessons learned from a year of testing, tuning, and racing that took him from a bare frame to a full blown competition truck.Wes explains how he started out as a hot rod guy before diving headfirst into diesel performance, using his mechanical know-how to build a truck that could make real power and still hold together. He talks about rebuilding his engine under a tight 100 day deadline, bringing the truck to life just in time for the first dyno event of the season, and pushing it hard through a string of competitions. At the Diesel Fam event, “Side Piece” came up just 52 horsepower shy of the 2,000-horsepower goal. That shortfall turned into motivation, leading Wes to bring the truck to Power Driven Diesel, where he and the crew finally put the power down on the dyno and hit his target.From there, the conversation digs deep into what it takes to build and keep a high horsepower Cummins alive. Wes, Will, and Myer break down the difference between forged and cast pistons, how ring pack placement affects bore pressure, and why certain piston designs can stress a block even when they sound like upgrades on paper. They cover injector size and fuel delivery rates, explaining how a quick fuel dump can cause a harsher pressure spike than a longer duration shot. Will adds his own dyno insight, talking about boost control, wastegate tuning, and what happens when you log 161 pounds of boost but still need the setup to stay reliable. Together, they show that smart tuning and mechanical balance matter more than chasing numbers.The episode also hits on the competition side of diesel performance. Wes talks about jumping into drag racing, learning reaction times, and understanding cage and safety requirements as the truck gets quicker. Will and Myer share stories from their own racing experience and agree that races are won in the shop long before the burnout box. They highlight how consistency, testing, and seat time are the real keys to success, whether you’re racing in the eighth mile or just fine tuning your setup at home.This episode brings together everything that makes the Power Driven Podcast stand out: real builds, real numbers, and real conversations about what works and what doesn’t. If you’re into Cummins builds, turbo upgrades, dyno testing, or drag racing, you’ll get an inside look at how to make horsepower the right way without sacrificing reliability.Be sure to subscribe to the Power Driven Podcast for more episodes, follow Power Driven Diesel on all platforms, and drop a comment if you want to see more guest features like Wes Beaman.

We strapped our VP44-powered Cummins to the dyno and chased that rush we’ve loved since day one, but this episode is about the stories that started it all and why we still can’t leave these trucks alone. On this episode of the Power Driven Podcast, Will, Todd, and Meyer sit down to talk about where their passion for diesel really began. From their first rides and broken parts to the moments they realized diesel power was different, this one digs into the roots of why they build, race, and push these trucks the way they do.Will remembers the early days of showing up to construction bids in a gas half-ton, getting out-pulled by the diesel guys, and realizing he needed a Cummins if he wanted to be taken seriously. That first 24 valve truck changed everything. Once he threw on an Edge Comp box and hit the dyno, he was hooked. Before long, he was racing it on weekends, wrenching late nights, and proving that a work truck could also be a street sleeper.Meyer talks about growing up on the Missouri farm, learning what torque really meant while hauling hay and running feed with his dad’s VP44 powered truck. He laughs about fixing rusty fuel pickups and making a second-gen his first real project truck. It wasn’t about showing off, it was about keeping things running and making them better with every change. That practical mindset is still what drives him today, whether he’s testing turbos, dialing in tuning, or towing across the country.Todd shares how his need for speed started on bikes before transferring to diesel. The moment he slid the fuel plate on his first 12-valve, he knew he’d found something different. The sound, the pull, the simplicity, it was addicting. He chased more power with compounds, dyno runs, and street testing, learning through broken clutches, failed parts, and the wins that make it all worth it.Throughout the episode, the guys swap stories about early forum days, backyard builds, and the trial and error that shaped Power Driven Diesel. They talk about the mix of passion and practicality that comes with chasing horsepower while still keeping your truck ready for work. It’s about learning, testing, breaking, and coming back stronger, the same mindset that built the Power Driven brand and the diesel community around it.If you’re into real world diesel performance, Cummins builds, VP44 tuning, dyno testing, turbo upgrades, or just want to hear what fuels the people behind Power Driven Diesel, subscribe to the Power Driven Podcast and keep up with every episode.

Sitting in the dentist’s chair turned into a full blown debate about the best diesel trucks you can actually buy right now without spending a hundred grand and which generation of Dodge Cummins is still king of the road. In this episode of the Power Driven Podcast, the crew sits down to talk through the best used diesel trucks for real world owners. They focus on Dodge because that’s where their experience runs deepest, covering everything from the old school 12 valve and VP44 setups to the newer common rail Cummins engines. The guys also touch on Fords and Duramax trucks, but most of the conversation centers on what makes each generation of Dodge unique, how they perform on the dyno, how they tow, and what to watch out for if you’re looking to buy one.The conversation starts when one of the hosts is asked by his dentist which truck he should buy for a daily driver and weekend warrior. That simple question turns into a deep dive through the generations, starting with the first generation classics and moving through the second and third generations that shaped modern diesel performance. The crew explains why the 1998 half year trucks are so special, how the shift from mechanical to electronic injection changed the game, and why the 98 12 valve with quad cab doors is still one of the most sought after Cummins trucks ever built. They also break down what makes the second generation platform so popular among diesel enthusiasts while pointing out the little quirks like vacuum boost brakes, steering slop, and aging wiring that every owner eventually learns to deal with.As the talk moves into the third and fourth generation years, the team digs into the big improvements that came with common rail Cummins engines and stronger automatic transmissions. They explain how the 48RE and later 68RFE transmissions changed towing for good, making it easier to handle heavy loads without beating up the drivetrain. There is also a real world discussion about emissions systems, from the rough years when DPF filters caused endless frustration to the more refined setups found on 2013 and newer trucks. The crew doesn’t sugarcoat anything, they call out what works, what fails, and why 6.7 Cummins engines with proper tuning and maintenance have become a favorite for serious towing setups and daily driving reliability.Throughout the episode, the guys talk about dyno testing, towing with built second gens, and the importance of building your truck for your purpose. Whether you are chasing horsepower numbers, towing your camper across the country, or just wanting a reliable Cummins to drive every day, this discussion covers it all. They also touch on the modern 2019 and newer trucks, explaining the problems with roller lifters and the lighter CGI block and why some owners are already converting back to old school solid lifters to keep their engines alive.This Power Driven Podcast episode is packed with hands on knowledge, no nonsense advice, and plenty of stories from the shop and the track. If you are into diesel performance, turbo upgrades, dyno testing, drag racing, and real world Cummins truck builds, this one is for you. Subscribe to the Power Driven Podcast on YouTube and Spotify, drop a comment about your favorite generation, and follow Power Driven Diesel for more truck builds, tuning discussions, and honest diesel talk from guys who live and breathe this stuff every day.

This episode of the Power Driven Podcast features Will, Todd, and Meyer sitting down with Josh after his record setting dyno hit. They cover the whole story from his three thousand horsepower number at UCC to the follow up run in Richfield where he picked up uncorrected power and set a new benchmark. They also dig into why corrected versus uncorrected numbers always stir debate and how altitude, air density, and weather factor into the Dyno sheet.Josh explains what it is really like strapping in for a pull at this level, running full safety gear including a fire suit, helmet, suppression system, driveshaft loops, scatter shields, and even a plate carrier. The team also laughs about viral comments, correction factors, and the reality that after a record hit, the truck still has to drive onto the trailer.On the hardware side, the build is based on a cast Cummins block with a deck plate, forged internals, upgraded pushrods, and ported headwork that really shined on the exhaust side. A Steed manifold and smart waste gate setup helped improve airflow, while a refreshed transmission with a tighter converter and updated clutch packs put more of the power to the rollers. The combination came together cleanly, making less boost and drive pressure than before, but more horsepower on the sheet.The episode also covers the Dyno process itself, how the rollers measure torque and rpm, how correction factors are applied, and why a one second pull can carry so much weight in the diesel performance world. For a full second, Josh’s truck held over three thousand horsepower and climbed through the fours, leaving the shop silent and then cheering.This is diesel performance at its wildest, record breaking Dyno numbers, Cummins power pushed to the limit, and shop talk that blends serious tech with real world racing stories.Subscribe to the channel, follow the Power Driven Podcast for more episodes, and check out Power Driven Diesel for the testing, tech, and parts that keep this community moving.

We took a slammed short bed second gen Dodge that used to blow the tires off in overdrive and turned it into a four wheel drive street truck that rips no prep airstrips and accidentally does four wheel drive burnouts. What started as a 12 valve five speed Shorty evolved through an auto swap and a clean common rail conversion that made 1,061 horsepower on its first dyno event, grew into compound turbos, broke parts, got better parts, and finally landed where it needed to be all along, four wheel drive and actually usable on sketchy surfaces.This episode of the Power Driven Podcast tells the story of the Shorty, a truck that went from a chopped two wheel drive hot rod to a Duramax chassis swapped Cummins that can finally hook on the street. The guys share how the build came together, from cutting down frames and moving torsion bar mounts to dealing with CV axles pulling apart when the front end was lowered. These are the little challenges that only come from real shop time, and solving them made the truck ride right without losing its daily manners.On track the results speak for themselves. With a Power Driven Diesel Aggressor 98 over a 467 compound setup, the Shorty went 7.12 in the eighth mile on its first solid pass, cutting a 1.66 sixty foot on a no prep surface. Later it even raced eliminations in the rain and ran a 7.33 against a fast F-150, something it could never have done back when it spun all the way down the track as a two wheel drive. Now it leaves straight, carries speed, and does it with a full interior and street friendly setup that you can still drive every day.The crew also shares updates on pushing the limits of block strength. After breaking more than a few 12 valve and 5.9 Cummins blocks, testing has shifted to a 6.7 base under a 12 valve head. Welding coolant passages, experimenting with girdles, and chasing fuel only horsepower in the 1500 range shows how far development has come. The focus is always on real power that lasts, with parts anyone can buy and run on their own builds.If you are into diesel performance, Cummins builds, dyno testing, drag racing, turbo upgrades, and truck builds that prove themselves on and off the track, this episode is for you. Subscribe to the Power Driven Podcast, follow for more episodes, and check out Power Driven Diesel for the tech, tuning, and parts that keep this community moving forward.

Nothing changes a diesel like a turbo, and in this episode of the Power Driven Podcast the crew digs into the setups that make the biggest difference.The guys cover it all, from simple single turbos to massive big frame upgrades and compound builds that completely change the way a truck drives. They are not guessing or repeating internet myths. This is real shop experience backed up by dyno pulls, towing miles, and years of pushing trucks to their limits.You will hear how chargers like the Aggressor 98 and GT55 open the door to huge top end power, why compound turbos are proving themselves on more than just race trucks, and what makes variable geometry setups either a solid choice or a constant headache. Every point ties back to how the truck feels in real life, whether you are towing heavy, daily driving, or looking for that edge at the track.The takeaway is clear. The right turbo setup can turn an ordinary truck into a clean, powerful, and reliable machine that is simply more fun to drive. The wrong setup will waste your time and money.If you care about diesel performance, dyno results, turbo upgrades, and truck builds that actually work, this episode is for you. Subscribe to the Power Driven Podcast and follow Power Driven Diesel for more no-nonsense talk, proven parts, and results you can count on.

Mechanical pumps are making a comeback, and this episode proves they still have a place even as common rail dominates diesel racing.This episode of the Power Driven Podcast features our crew with special guest John Schirado from Black Tie Race Fab. John is a seasoned racer and fabricator who helped build the Godfather race truck, and he joins us to debate mechanical pump trucks versus modern common rail setups. It’s a back and forth that matters for anyone in diesel performance because it digs into what it really takes to build, tune, and race at a high level.John shares why he has stuck with a mechanical truck for more than twenty years even though common rail offers easier tuning and consistency. For him it’s about the challenge and the satisfaction of making old school fueling work in today’s competitive scene. We dive into why part selection is everything on a pump truck. Injectors, pump profile, turbo choice, and gear train all have to be perfectly matched because unlike common rail there’s no laptop tune to smooth things out.The crew also talks about nitrous, automation, and why consistent 60 foot times are the key to winning. John explains how his setup still relies on timers and hand controlled switches while many racers are moving toward bump boxes, staging limiters, and automated nitrous control. That leads to a bigger discussion on how mechanical trucks can adopt some of that tech without losing their raw hands on feel.Reliability is another big topic. We cover how 12 valve blocks can split around 1500 horsepower, why 6.7 blocks hold up better, and how custom gear cases with straight cut gears become mandatory at the top levels. These are the kinds of hard lessons you only learn from years of racing, wrenching, and breaking parts at the track.If you’re into diesel performance, Cummins drag racing, Power Driven Diesel, P pump setups, dyno testing, turbo upgrades, and truck builds that push the limits, this episode delivers real shop floor wisdom and racing stories you won’t want to miss.Subscribe to the Power Driven Podcast and follow Power Driven Diesel for more episodes, dyno sessions, and builds that keep the diesel community moving forward.

This episode of the Power Driven Podcast brings in guest John Schirado of Black Tie Race Fab to stir the pot and talk real-world six liter Powerstroke performance with the crew while Will is out of town. From shop banter and fabrication chops to why some folks swear the 6.0 was peak diesel engineering, we get into what actually matters for reliability, towing manners, and going fast. If you’ve ever argued brand loyalty in the bay or on the starting line, this one hits home.You’ll hear how John’s six liter became the perfect antithesis to a common rail first mindset. He’s towed to races, clicked off multiple seven-one passes, and then hooked the trailer back up to head home. The guys stack that experience against a 6.7 Cummins build and talk about what changes when you rely on high pressure oil to fire injectors. They dig into why monitoring is everything on these trucks, covering FICM voltage targets, oil pressure behavior, and IPR duty cycle so you can spot issues before they strand you. They also talk head studs and O-rings, why the 14 millimeter hardware and stout bedplate are big wins for the platform, and how a well set up compound arrangement with the factory VGT on the manifold and a big charger out front keeps the truck happy at altitude and under load.There’s plenty of street and strip reality too. Meyer shares a 7.12 airport drag pass in his own project and John fires back with times from his tow pig, which trap-calculated to the high nine hundreds. That sets up a practical discussion about converters, stall speed, and why density altitude changes everything when you live and race in the Rockies. The crew also gets into cab-off service myths, why six liters aren’t actually miserable to work on when you know the platform, and the never-ending debate over Excursions, chassis feel, and what makes a true work family hauler. By the end, you’ll understand why a cleanly tuned six liter with the right heads, studs, compounds, and monitoring can be both a dependable tow rig and a legitimate race truck.Long-tail topics you’ll hear discussed include six liter Powerstroke compound turbo setup with factory VGT, FICM voltage monitoring at 48 to 49 volts, IPR duty cycle and high pressure oil troubleshooting, Ford Excursion diesel towing reliability, and head stud and O-ring strategies for six liter longevity. It’s the kind of shop-floor conversation that makes you want to roll a cart under the truck and start wrenching.Subscribe to the Power Driven Podcast, follow for more deep dives, and check out the latest builds, testing, and parts from Power Driven Diesel. More shop debates, more dyno pulls, and more hard data are on the way.

This episode of the Power Driven Podcast is all about the ultimate working man’s tow trucks. After one of our listeners suggested it, the crew sat down to dive into the tow rigs we use to haul race trucks, trailers, and everything in between. These aren’t dealership stock trucks, they’re purpose built, hard working rigs that blur the line between daily hauler and performance build. Towing is a huge part of what we do, and when you’re moving 20,000 to 30,000 pounds through mountain passes, the right setup makes all the difference.Todd kicks things off with his well known 2006 Mega Cab Dodge 2500, which has seen everything from drag racing to hauling triple axle trailers. Under the hood is a 6.7 block with upgraded rods, cam, ported head, dual CP3s, and 200% over DDP injectors. His compound setup pairs a 467.7 over a brand new Aggressor 98mm turbo, testing a kit that’s just about to release. Backing it all up is a 1500 horsepower transmission that’s as fun as it is reliable, complete with the kind of shifter that even gets cops asking questions.Meyer breaks down his 6.7 truck with a 68RFE six speed. It runs compounds with a new VGT 63mm turbo paired with a 480, plus a billet actuator that’s proven to be a game changer for both reliability and exhaust braking. His hot street build makes towing look easy, even when he’s dragging 30,000 plus pounds up long grades. The six speed lockup strategy and added transmission cooling keep everything smooth and in check.Will joins in with the low power tow rig of the group, but don’t be fooled, his truck still runs a new PD charger and tows like a champ, even at 300,000 miles on the factory head bolts. He shares how sway bars, upgraded brakes, and a weight distribution hitch transformed his trailer handling, making towing safer and more stable in crosswinds and traffic.Along the way, the guys get real about what matters most in a tow truck. Yes, power is fun, especially when you’re blowing past campers and even the occasional Kia on a mountain pass, but brakes, suspension, and cooling upgrades are what keep you safe when towing heavy. From airbags and sway bars to big brake kits and onboard air systems, they cover the essentials every diesel enthusiast should think about before hitting the road with serious weight behind them.If you’re into diesel performance, Power Driven Diesel, Cummins engines, dyno testing, turbo upgrades, drag racing, and real world truck builds, this episode is packed with insight you won’t want to miss. Whether you’re daily driving a third gen, fine tuning a 68RFE, or dreaming of compound turbos for your tow rig, there’s something here for every diesel enthusiast.Make sure you subscribe to the Power Driven Podcast and follow along for more episodes featuring shop talk, truck builds, dyno results, and racing stories. Check out Power Driven Diesel for more content, products, and performance upgrades to make your truck tow, race, and perform better than ever.

We just got back from Montana and man, what a weekend. This episode of the Power Driven Podcast is all about going fast, breaking parts, fixing parts, and figuring out what it really takes to push a diesel truck down the drag strip. Between the three of us we hauled almost 10,000 horsepower to the track and it was a mix of personal bests, new records, and a couple engines that did not quite make it to the end.We talk about Uncle Rico, our old school 12 valve four wheel drive truck. It has always been a fighter and this time it finally dipped into the fives with a 5.75 in the eighth before crankcase pressure and a blown gasket ended its weekend early. Then there is the Cummins Cart, our single cab long bed running a Hamilton 6.7 block, big compound turbos, and nitrous. That truck flat out ripped, going 5.17 at 139 mph which is the fastest we have ever been in a mechanical pump truck before a converter issue put it back on the trailer. And Meyer’s 96 half common rail build was lighter, faster, and smarter than ever. First time out with new brakes, new transmission setup, dump valve, and an air shifter, he ended up taking the 590 index class win on a hole shot by less than two hundredths. That is about three feet at the stripe.This was not just about sending it. We break down what really goes into these passes. We are talking sixty foot times, spooling strategies, nitrous control, converters, and why data logging changes everything. You will hear what worked, what did not, and why sometimes the hardest part of racing is keeping the truck alive long enough to use all the parts you have installed.We also cover the burnout contest, the long nights in the pits, and what it feels like lining up next to someone in a true heads up race. If you have ever wondered what 130 psi of boost, 1800 horsepower, or a compound turbo Cummins feels like in an eighth mile pass, this is the episode you will want to hear.And here is the thing. You do not have to have a 2000 horsepower truck to get in on this. There is a class for everyone. We saw guys out there running their tow rigs in sportsman. We saw mid seven second trucks hot lapping and having the time of their life. We also saw some of the fastest diesel drag trucks in the country. The truth is the most fun we had was lining up, cutting a light, and going fender to fender with somebody all the way down the track.At the end of the day that is what keeps us hooked. The late nights, the busted knuckles, the wins, and even the heartbreaks. Racing diesel trucks is addicting and every event we go to just makes us want to build it bigger, stronger, and faster.So if you have been thinking about getting your truck to the track, stop waiting. There is nothing like it. Listen in as we recap one of our wildest weekends yet and maybe you will catch the bug too.

If you own a diesel truck, you have probably heard the endless debates about EGT or exhaust gas temperature. Is 1250°F the magic number? Will running too hot melt your pistons? Does turbine inlet temperature tell you more than your standard gauge? In this episode of the Power Driven Podcast we cut through the myths and share real-world experience from years of towing, racing, and building everything from stock 12-valves to four-digit horsepower competition trucks. We explain what EGT actually measures, how it relates to turbine inlet temperature, and why oil temperature often plays a bigger role in piston survival than EGT alone.We dive into what normal looks like on stock trucks, why the 1250°F limit is not one-size-fits-all, and how changing your timing can make your gauge read cooler without actually reducing the heat stress on your engine components. You will hear how we use EGT as a load monitor when towing, from spotting a dragging brake or boost leak to adjusting gears to keep the motor happy on a long pull. We talk about how turbo sizing and your truck’s RPM range are directly tied to exhaust temps, and why a bigger turbo can sometimes make EGT higher if it is not matched to your operating range. We also explain how compound turbo setups completely change the towing game by widening the RPM range where the engine runs cool and efficiently under heavy load.From cross-country hauling stories to trackside failures, we cover lessons learned the hard way such as melting turbine wheels at only 1800°F in high-boost race applications or watching EGT drop as the big charger lights under a heavy tow load. We break down the basics of air to fuel ratio for diesel and why more fuel usually means more heat until you go rich enough that it actually starts cooling things down. We also share how compounds, intercooling, and water or nitrous injection can be used to control heat in both towing and racing.Whether you are hauling a camper through mountain passes, tuning your tow rig for better fuel economy, or pushing a drag truck to the limit, this episode will help you read your EGT gauge with confidence and make smarter decisions for performance and reliability. We cover why one truck can live at 1400°F all day while another melts expensive parts at lower temps and how to spot the difference. If you have ever wondered when high EGT is a real threat and when it is just a number, you will get the answers here backed by years of hands-on diesel performance experience at Power Driven Diesel.

In this episode of the Power Driven Podcast, Will and Meyer dig into a topic that often gets overlooked but plays a huge role in any serious diesel build: the drivetrain. While most people focus on engines and transmissions, it’s the transfer case, axles, driveshafts, and U-joints that ultimately keep power on the ground and prevent parts from failing when things get rowdy.They begin by breaking down the differences between the 241 DLD and 241 DHD transfer cases found in second generation Dodge Rams. You’ll learn how to identify each one, what sets them apart, and why chain width, output shaft diameter, and gear ratios all matter. They also discuss common upgrades like swapping in a 271 or 273 transfer case, what it takes to make them fit, and whether they’re truly necessary for your build.From there, the focus shifts to rear axles. Will and Meyer explain the differences between Dana 70 and Dana 80 setups, including the hybrid Dana 80 found in manual transmission 2500s. They cover axle shaft strength, ring gear sizes, spline counts, and how tube diameter and housing design affect long-term durability. You’ll hear about real-world failures and how to avoid common mistakes that lead to broken shafts, twisted yokes, or worn-out gears.Driveshafts and U-joints also get their time in the spotlight. The guys explain why they prefer non-greaseable Spicer joints over aftermarket versions, how slip joint design can become a weak link, and when it makes sense to step up to 1480 or even 1810 series joints. They talk through the importance of matching your components to your horsepower level and why some problems come down to poor setup rather than part strength.Additional topics include CAD deletes, front axle upgrades, vibration diagnosis, bearing wear, and how to prevent common drivetrain issues before they start. Whether you’re building a drag truck, a dedicated pull rig, or a reliable high-power street setup, there’s something here for every diesel enthusiast looking to get more from their drivetrain without unnecessary failure or overbuilding.If you’re running 500 horsepower or pushing well past 1,500, this episode delivers practical knowledge and hard-earned insight to help you make smart, effective decisions for your build. These are the lessons that come from years of breaking parts, testing combinations, and learning what actually works in the real world.

In this episode of the Power Driven Podcast, Todd, Will, and Meyer share some of the wildest stories from their years of building, racing, and blowing up diesel trucks. It’s all about the parts and setups they got away with, until they didn’t. From running big horsepower through stock head bolts to pushing factory transmissions way past their limits, this one is packed with real experiences that every diesel enthusiast can relate to.They dive into the sketchy builds that somehow worked, the forum advice that didn’t hold up in the real world, and the moments when things failed in the most dramatic ways possible. Whether it was blowing up a turbo with no wastegate, trusting a junkyard CP3 that destroyed a brand-new set of injectors, or melting stacks while trying to show off, these stories are honest, technical, and a little bit ridiculous. You’ll hear why some stock Cummins parts can handle insane abuse, how weight and RPM play a bigger role than most people think, and why pushing parts too far always has a cost.The guys also talk about things like crankshaft failures in 6.7 engines, the hidden risks of reusing old components, and how poor engine clearances or improper torque specs can wreck a build fast. There’s plenty of discussion about valve float, clutch slip, flexplate failures, and why getting away with something once doesn’t mean it’ll work forever.Whether you’re building a race truck, towing heavy with your street setup, or just starting your first diesel build, this episode will give you a ton of insight into what actually works, what doesn’t, and what’s worth doing right the first time. It’s a great mix of technical info, hard-earned lessons, and the kind of behind-the-scenes stories you only get from guys who have broken just about everything in the name of diesel performance.If you’ve ever thought “it’ll probably hold,” you’ll want to hear this one. Like, subscribe, and let us know in the comments what you’ve gotten away with or what blew up before you made it home.

Will and Myer hit the Dyno with one goal in mind. Find out if external wastegates actually help make more power on a compound turbo setup or if they’re just adding extra complexity for nothing. After 43 pulls on Will’s 6.7L Cummins race truck, they’ve got some answers and a few surprises.They tested screamer pipes and hot pipe gates, played with turbine housing sizes, swapped cams and valve train parts, and tried different control strategies to get this setup to break past 1800 horsepower on fuel only. Some combos picked up power. Some didn’t. And a few just made things harder to tune.In this episode you’ll hear- How screamer pipes compared to hot pipe gates in real-world Dyno testing- What boost and drive pressure numbers actually meant for power- Why a 900 horsepower street truck might benefit more from gating than a full race build- How housing changes made the gating more or less effectiveWhat the data told us about controlling the manifold charger without snuffing itWill also shares his theory on why this truck might be capped just short of 2000 horsepower and what it’s going to take to push past it.Myer brings in insight from testing smaller builds like the Junker and the VP Dually and how they responded to different wastegate setups.If you’re building a high horsepower truck or just trying to get your setup dialed in, this one’s worth a listenSubscribe to the Power Driven Diesel YouTube channel for more Dyno testing and real-world tuningShop the parts we used at www.powerdrivendiesel.comDrop a comment if you want more live streams or have questions for Will and MyerShop the parts we used at www.powerdrivendiesel.comDrop a comment if you want more live streams or have questions for Will and Myer

In this episode of the Power Driven Diesel Podcast, we’re tackling one of the most common questions we get from guys in the diesel performance world. What’s the real difference between O-rings and firings, and which one should you be running in your build? Whether you’re building a weekend warrior, daily driving your truck, hauling heavy loads, or chasing horsepower numbers with compound turbos, the type of head sealing setup you use can make a big difference in performance and reliability.We break down what each option actually is, how they work, and what kind of situations they’re best suited for. O-rings and firings both have their place, but they serve different purposes. If you’re planning to run big boost and serious horsepower, firings might be the better choice. But that doesn’t mean they’re the right call for every truck. Firings are great for power but can be tricky when it comes to sealing coolant and surviving daily street use. O-rings, on the other hand, are more forgiving and easier to work with. They offer solid reliability and can handle a good amount of power without needing a ton of machine work or specialty gaskets.We talk about the importance of proper machine work, how far things have come with modern equipment, and why precision matters more than ever. We also explain what hot torquing is, how to do it right, and why proper torque specs are crucial if you want your engine to live under pressure. You’ll hear real-world stories from the shop, examples from customer trucks, and even some of our personal builds that have seen everything from daily towing duties to full race setups making over 1800 horsepower.This episode came straight from a YouTube comment, and we appreciate the feedback. If there’s something you want us to break down or explain in a future episode, drop us a comment. We read every single one and we’re always looking for new ideas. Make sure to like, subscribe, and share it with your buddies in the diesel world. Whether you are new to performance builds or a seasoned gearhead, this episode has plenty of useful info to help you get the most out of your truck.

In this episode of the Power Driven Podcast, we are diving into one of the most requested topics from our listeners: how to tune your own common rail diesel truck. If you just picked up a 2006 Dodge 5.9L Cummins or you have been around common rails for a while, this episode is packed with the information you need to get started the right way.We break down what it really takes to tune your truck using platforms like EFI Live, MM3, and HP Tuners. This is not a simple plug-and-play walkthrough. It is an honest conversation about learning from scratch, the mistakes we have made, and the things we wish someone had told us earlier. We talk about fuel limiter tables, rail pressure strategies, injector duration, timing maps, and how to build safe, functional tunes that make real power.You will hear why tuning your own truck is not going to save you money, but why it might still be worth doing if you are the type of person who enjoys learning, experimenting, and dialing in a setup that feels exactly how you want it. We talk about using five-position switches to test different timing curves, how to recognize when you are running into limiters, how to work with data logs, and what to adjust when your truck is hazy at idle or surging down the road.This episode covers the differences between tuning platforms, the basics of setting up your tables, and how to stay out of trouble while making your first tuning adjustments. We also touch on more advanced topics like lope tunes, pilot injection strategies, fuel pressure scaling, and the limits of factory ECMs as you push for higher horsepower.Whether you are chasing a cleaner idle, better drivability, or trying to break into four-digit horsepower territory, we walk through the mindset, tools, and steps needed to get started in custom tuning. This episode is for the diesel performance enthusiast who wants more than a cookie-cutter tune and is willing to put in the work to build something personal.

In this episode of the Power Driven Podcast, the crew digs into one of the most common and frustrating issues that diesel enthusiasts face: when a truck simply does not make the power it should. Whether it is a fresh build that underwhelms on its first test drive or a reliable setup that suddenly starts to feel sluggish, the team breaks down how they diagnose and solve low-power conditions using real-world experience and proven techniques. With years of dyno testing, street tuning, and customer support under their belts, the Power Driven team shares the process they rely on to get trucks back on track and performing at their best.Listeners will hear about the full spectrum of potential culprits, starting with the basics like throttle cable slack, improperly reinstalled shut-off solenoids, or overlooked fuel delivery problems. The crew explains how something as simple as a missing washer or loose linkage can limit rack travel and leave hundreds of horsepower on the table. From there, the conversation moves into deeper mechanical issues such as AFC housing problems, star wheel misadjustments, and governor spring configurations that limit RPM and fuel delivery.The episode is packed with shop stories, including firsthand experiences with Frankenstein, the team’s well-known compound turbo build, and other trucks that taught valuable lessons through trial and error. Listeners will learn why monitoring fuel pressure under load is critical, how to read smoke output for tuning clues, and what happens when boost leaks or exhaust restrictions choke performance. The crew also shares practical methods for diagnosing these problems without a dyno, using data from the street, stopwatch tests, and careful observation.Throughout the episode, the Power Driven team emphasizes the importance of understanding the interaction between airflow, fueling, and timing. They explain why timing slip can silently kill power, how turbo systems respond to small leaks, and how small changes to star wheels or diaphragm preload can have big impacts on drivability. This kind of deep mechanical insight is rarely shared outside of professional shops, making this episode a valuable resource for builders, tuners, and weekend warriors alike.If your diesel is not performing like it should, or if you are planning your next build and want to avoid common pitfalls, this episode delivers the insight you need. With real advice from professionals who live and breathe diesel performance every day, it is the ultimate guide for diagnosing and fixing low-power issues the right way.

In this episode of the Power Driven Diesel Podcast, we’re jumping into one of the most important and overlooked parts of diesel performance, building your engine the right way. Whether you’re putting together your very first motor in the garage or you’ve already built a few and want to step things up, this episode is packed with real-world advice on setting up a reliable bottom end.We talk through everything that matters when it comes to getting your clearances right, including piston to wall, ring gap, bearing choices, and proper bore finish. We also share a lot of personal experience, including what we got wrong on our early builds, what we’ve learned since, and how it’s shaped the way we put engines together today. This is the kind of information you won’t always hear unless you’re working in the shop every day.]If you’ve ever wondered whether your local machine shop is doing things right, what tools you actually need to measure piston clearance, or if that old three-stone hone is good enough, we break it all down. We talk about real horsepower goals and what kind of clearances actually hold up, whether you’re building a 600-horse daily driver or chasing four-digit power on the dyno.We also cover the differences between cast and forged pistons, gapless versus conventional rings, and the truth about how much contamination in your bearings it really takes to ruin a fresh build. From micrometers and profilometers to plastic gauge and feeler gauges, this episode covers both budget-minded builds and pro-level machine work.The goal is simple. We want to help you avoid costly mistakes and build something that lasts. We’ve been through the failures, cracked blocks, broken pistons, and trashed bearings so you don’t have to.If you’re serious about performance diesel, especially Cummins engine builds, this episode is a great one to dig into. Drop your questions in the comments and let us know if you want a follow-up. There’s still a lot we didn’t cover like head studs, torque specs, and top-end setups, and we’re just getting started.

In this episode of the Power Driven Diesel Podcast, the team recaps everything they experienced at the Ultimate Callout Challenge, the most intense diesel performance event of the year. From powerhouse builds to catastrophic failures, this episode is loaded with insight, real talk, and valuable lessons for anyone serious about diesel horsepower. Whether you are a tuner, racer, builder, or just a diesel enthusiast, there is something here for you.The crew dives into what makes UCC such a game-changing event, bringing together the best minds and machines in the industry. Companies like Fleece, Firepunk, and Hamilton came out strong, but the biggest takeaways came from conversations behind the scenes. These included breakdowns of tuning strategies, nitrous setups, engine failures, and cylinder pressure data that reveals what is really happening inside these high-horsepower builds.One of the most important topics covered is ignition timing and how it must be adjusted when nitrous is used. Many competitors at the event were running fuel-only timing while spraying large amounts of nitrous, which caused serious engine damage. Timing needs to be retarded significantly to prevent early cylinder pressure spikes that lead to cracked blocks, broken pistons, and failed valves. The discussion digs into what the top-performing teams are doing differently and how this knowledge applies not just to dyno runs, but also to drag racing and sled pulling.The podcast also explores valve float, spring pressure, fuel injector sizing, and the effect of turbocharger selection on timing requirements. They compare single turbo, compound, and nitrous-assisted setups, explaining how each affects combustion and power output. The guys also discuss drivetrain durability and how many trucks are slipping something on the dyno, whether it is a converter, clutch pack, or tire. They even analyze the dramatic failure of a drag radial that exploded during a dyno pull at nearly 200 miles per hour.This episode captures both the chaos and the innovation happening in high-level diesel competition. It is a blend of hard-earned lessons, shop-tested data, and real-world experience that you will not get anywhere else. Tune in to learn what worked, what failed, and how the industry is evolving. Subscribe for more in-depth episodes covering the cutting edge of diesel performance.

In this episode of the Power Driven Podcast, we sit down with Josh McCormick, the 2025 Ultimate Callout Challenge Champion, to break down everything that went into his winning weekend. From setting a 3000+ horsepower dyno number to surviving one of the toughest diesel competitions in the country, Josh walks us through the full experience.We talk about what it takes to stay competitive across drag racing, sled pulling, and the dyno, and how his Cummins-powered setup held strong through all three events. Josh shares what his prep looked like going in, how things unfolded day by day, and the moments that nearly derailed everything. You’ll hear about the long hauls, the behind the scenes chaos, the victories that didn’t make the highlight reels, and how he kept his truck running clean and consistent from start to finish.We also get into the current state of competition diesel. From the evolving truck builds to standout performances from other drivers, this episode gives a real look at how high the bar has been raised and what it means to keep up.If you’re into diesel drag racing, dyno tuning, sled pulling, or just want to hear how top-level trucks are built and run at elite events like UCC, this is the episode for you. It’s informative, entertaining, and packed with insight from someone who’s earned his spot at the top.Make sure to subscribe for more in depth episodes, and leave a comment with your questions, thoughts, or what you’d like to hear in a future episode.

Welcome back to the Power Driven Diesel podcast. We’ve had quite a few people ask for more Common Rail content, so we figured it was time to dive in. In this episode, Meyer joins us to walk through a bunch of topics that matter if you’re running a Common Rail Cummins or thinking about building one. We get into tuning strategies, CP3 fuel systems, turbo behavior, and how it all works together when you start pushing power.We kick things off with tuning basics. Meyer explains fuel timing and duration in a way that makes sense, especially if you’re new to this stuff. There’s a good breakdown of what it means when a truck is injecting fuel after top dead center and why emissions tuning often does that. We talk about how shortening duration and improving injection rate helps power, efficiency, and driveability. We also get into pedal maps and how your throttle input turns into actual fuel output. That part gets overlooked a lot, but it has a huge effect on how the truck feels behind the wheel.From there we get into VGT turbo tuning. Will shares what happened when he upgraded the turbo on his wife’s Excursion and how the truck felt super lazy until he figured out the vane control. Just closing the vanes to make more boost actually slowed the truck down, and once he opened them back up, it ripped again. That’s a good lesson for anyone who thinks boost equals speed, because the truth is it’s all about balance and airflow.We also talk about CP3 pump setups. For a long time, making big power meant running two or three pumps, but that has changed. Nowadays, a single 14mm pump or a dual CP3 setup can support big numbers, depending on what you’re doing. Meyer and Will both have experience running different setups and share what works better for street trucks versus all-out builds. The bottom line is, if you’re adding hard parts like injectors or turbos, you’ve got to retune or you’re going to leave a lot on the table.Toward the end, we get into block design and why we’ve moved to using 6.7 blocks in most of our race engines. They have more material between the cylinders, stronger cooling, and we’ve seen them hold up better than older 5.9 blocks when pushed hard. That does not mean the 12-valve stuff is bad. It just means that newer options give you more room to grow, especially when you start mixing parts like 24-valve heads or building hybrids.There is still a lot we did not get to, like transmissions and more platform-specific tuning, so if you have questions, let us know in the comments. We read those and we’re always down to do a follow-up. Thanks for listening, and we will see you in the next episode.