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. 

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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.

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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.

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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.