Power Driven Podcast

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

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.

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.