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What happens when an $11,000 VP44 Cummins with a short parts list out tow trucks that cost five times as much? Willard, our 2001 Dodge Ram dually, just pulled a race trailer home from Diesels in the Mountains and held the speed limit up the grades. This episode breaks down why this old 24 valve keeps surprising everybody and what it takes to turn a 25 year old diesel truck into a legit cross country tow rig. Todd, Will, and Myer walk through the simple build on this 5.9 Cummins with the VP44 injection pump: a 650 horsepower transmission, Power Driven stage two injectors, a turbo upgrade, head studs, intake, and exhaust. On a clean tow tune it pulls hard, makes around 520 wheel horsepower on the top tune, and the EGT control is so good the crew had to verify the gauge with dual pyros on the dyno. They also get honest about the limitations, like the four speed and 3.55 gears making it slow off the line with a heavy trailer compared to a newer six speed truck. Next they cover the comfort list that turns a fun truck into a real tow truck. That means killing exhaust drone with a better tip and a big straight through muffler, adding an inline four inch exhaust brake that leaves room for compounds later, and why V band connections matter for exhaust brake performance. Old truck problems get their own fix list too: a leaking heater core, a cracked second gen dash, sound deadening while the interior is out, a turbo silencer ring, a modern radio with a backup camera, better tow mirrors, headlights, and brakes. The guys also run the numbers. Willard sits around $22,000 all in, with way fewer electrical gremlins than a brand new Ram 2500 that can lock you in the cab on the side of the highway. Finally, they map out the next stage of this VP44 build: camshaft, ported cylinder head, then turbos, chasing a 700 to 800 horsepower tow truck on a stock VP44 pump. Plus some fun talk about how Willard might stack up against the new 8.3L Duramax in a TFL Truck style towing test. If you love old Cummins trucks and real diesel performance talk, subscribe on YouTube and follow the Power Driven Podcast on Spotify, Apple Podcasts, or wherever you listen. The parts that make Willard tow like this are the Power Driven stage two VP44 injectors, the 650 horsepower transmission, and the turbo setup. If your turbo whistle is wearing on you during long tows, the turbo silencer rings are on the site too. Shop everything mentioned in this episode at PowerDriven.com. Links below. Shop Power Driven Diesel: https://www.powerdriven.com

A shelf on cylinder head just won the biggest payday in diesel drag racing, and it beat trucks running heads that flow a lot more air. If you think bigger is always better on a race build, this episode of the Power Driven Podcast might make you rethink your whole combo. Todd, Will, and Myer break down the 72 Fast class in Texas, where first place took home $100,000. Every truck runs the same 72mm VS Racing turbo with zero modifications, weighs at least 6,000 pounds, keeps a factory ECM, and launches off a foot brake against an instant green tree. No nitrous, no water injection, no trans brake. It all comes down to engine building, tuning, and the guy behind the wheel. Will explains how he ran the numbers on Matthew Parker's 6.7 Cummins and built him a Power Driven Stage 3 diesel cylinder head with the shelf left on. At a 4,000 rpm shift point, the engine only needed about 267 CFM, and the head flowed 261 on the bench. Parker tested it back to back against his old head with the same tune, watched his air fuel ratio go leaner, kept adding fuel, and eventually ran out of CP3 at peak torque. He went on to win Texas after already taking Indy. The guys also talk about Spencer Shultz, who finished runner up with a head Will reworked after a dyno contest, and why those two trucks were nearly dead even. That opens up a straightforward breakdown of coefficient of discharge, valve size, and airspeed, and why a smaller, efficient port can fill the cylinder better than a big one when everything is sized to your RPM window. Camshaft selection, two valve versus four valve heads, and why injector placement matters for combustion all come up too. It is the kind of conversation every diesel engine build should start with before anyone orders parts. To wrap things up, they cover rumored new classes for next season, plans for their own race trucks over the winter, and a 3,503 uncorrected horsepower pull on a SuperFlow dyno that set a record for raw numbers on that machine. If you are into diesel performance and truck drag racing, subscribe on YouTube and follow the Power Driven Podcast on Spotify, Apple Podcasts, or wherever you listen. Plenty more coming this winter. The Power Driven Stage 3 cylinder head that carried Matthew Parker to his second straight 72 Fast win is available for your own 6.7 Cummins, along with our full lineup of diesel cylinder heads, engine blocks, and performance parts built and tested in house using real race data. Whether you are building a race truck or a street build that pulls harder where you actually drive it, grab everything mentioned in this episode at PowerDriven.com. Shop Power Driven Diesel: https://www.powerdriven.com

What does it actually take to keep a Cummins alive past 3,000 horsepower on the dyno? It is not just more fuel and a bigger nitrous shot. This episode breaks down the real engineering behind Myer's second gen common rail race truck and why so many mega power builds scatter before the pull is over. With Diesels in the Mountains coming up in Utah, Todd, Will, and Myer dig into the torque limit of a factory cast block and why it wants to split right at the cam tunnel. They explain how making the same torque at 6,000 rpm instead of 2,500 turns a tow rig number into a record number, and why dyno correction factor at altitude means the uncorrected number is the one worth comparing. On the engine side, the guys walk through how a deck plate and a longer rod move the peak cylinder pressure above the factory block, and why they run the sleeves with a loose fit instead of a press fit so the weaker cast iron is not preloaded before the fire ever happens. For diesel tuning, they cover why nitrous means pulling 10 to 15 degrees of timing compared to a fuel only tune, how injector size changes how precise your injection window has to be, and why floating valves are behind most nitrous dyno blowups. Diesel cylinder pressure at this level is closer to Top Fuel than anything a gas valve manufacturer is used to, which is why Inconel is on the table. Then it gets into the turbo and nitrous setup. Myer runs four bottles, each on its own feed line, plus three wastegates that open the moment each nitrous kit fires so boost stays in check before it can overshoot. They also talk about undivided turbine housings, running as lean as 50 to 1 on the dyno, and why four bottles is about delivery, not showing off. The episode wraps with transmission line pressure and how slippage quietly costs hundreds of horsepower, running higher tire pressure with a spool to keep tires from blowing apart, and the dream of a hub dyno power wheelie. If you learned something, subscribe on YouTube and follow the Power Driven Podcast on your favorite platform so you catch the next one. From deck plates and sleeves to turbo boots and nitrous components, the parts behind builds like Myer's are the same ones we run and trust every day. Shop everything mentioned in this episode at PowerDriven.com. Shop Power Driven Diesel: https://www.powerdriven.com

Every diesel guy has a list of mods he would take back, and in this episode Todd, Will, and Myer own up to theirs. From pushrods that snapped on a tow to Texas to a 12 valve Cummins quietly running out of oil, this is a shop floor confession about diesel truck mistakes that cost real time and money, and how to avoid repeating them on your own build. They break down turbo choices that missed the mark in both directions, including a big single on a 12 valve that never wanted to spool, an oversized junkyard turbo that made a truck lazier, and why a smaller 60/64 setup on their VP44 test truck ended up being the most fun to drive and tow with. If you are picking a turbo for your Cummins, that lesson alone is worth the listen. The fuel side gets plenty of attention too. The guys talk about cheap lift pumps that fell flat feeding a VP44, why a 13mm injection pump with no timing advance felt underwhelming, and how delivery valves really work, including where a full cut helps and where it just adds smoke and EGT. Then the fabrication stories start. Doubled up flex plates, a home welded turbo adapter, splines welded onto an input shaft, injector nozzles that sprayed the wrong way in a 12 valve, and a gallery plug that needed overnight to cure all come with lessons learned the hard way. They also cover mods that look cool but bite back, like hood stacks that coat the cab in soot, ceramic clutches on a street truck, torque converters that are too tight or too loose, and duct tape and baling wire on a boost boot. Plus what they learned about cast compressor wheels overspeeding on the dyno, and why you keep the engine running after a turbo lets go. Got a dumb mod story of your own? Drop it in the comments. Subscribe on YouTube and follow the Power Driven Podcast on Spotify, Apple Podcasts, or your favorite podcast app so you never miss an episode. This episode is full of hard lessons on turbos, lift pumps, delivery valves, and fabrication, and if you want to build it right the first time instead of learning it the hard way like these guys did, Power Driven Diesel has the parts and the know how to help. Shop Power Driven Diesel: https://www.powerdriven.com

Todd, Will, and Myer sit down to build the ultimate 1000 horsepower Cummins street truck from the ground up, part by part. Five hundred horsepower used to be the number that turned heads. Now the bar has moved, and this episode lays out exactly what it takes to build a diesel truck that lives at four digits and still drives home every night. The guys pick a 2006 third gen Dodge with a 5.9 Cummins as the starting platform and spend real time weighing that against stepping up to a 6.7 Cummins, covering spool, towing manners, and how each block handles the power level. If you're deciding between a 5.9 and a 6.7 for your own diesel truck build, this breakdown will save you a lot of guessing. From there the conversation moves into turbos, comparing the factory 8351CW against aftermarket compound setups built around an S466, S467, and a 98 millimeter atmosphere charger. They talk through single turbo versus compound turbo tradeoffs, when a wastegate actually matters at this power level, and how compressor and turbine sizing changes spool and peak power on the dyno. They cover the bottom end and cylinder head next, going over street fighter connecting rods, 14 millimeter main studs, and the ongoing debate between H, P, and V bearings for a truck that sees real street miles. On top of the block, they break down cylinder head stages, valve springs, pushrods, and when a bigger intercooler actually becomes necessary as boost climbs. Fueling gets plenty of attention too, with a look at CP3 pumps, single versus dual injector setups in 12 and 14 millimeter sizes, lift pump options like Air Dog and Fleece, and why upgrading your rail pressure sensor and relief valve matters once you push past factory pressure. If you're serious about building a reliable 1000 horsepower diesel truck, hit subscribe on YouTube and follow the Power Driven Podcast on your favorite podcast app so you never miss an episode. Shop everything mentioned in this episode at PowerDriven.com. All month long you can save 10% off everything at Power Driven, 15% off PDD Fueling, 10% off Airdog, and 10% off OptiTorque. Every purchase this month also gets you five entries to September's giveaway: a compound turbo kit, a Colt Cams cam combo that includes a PDD cylinder head, an Aggressor turbo, a fuel package, and an Airdog fuel system. Shop Power Driven Diesel: https://www.powerdriven.com

You want to build a fast diesel and you don't want to blow it up in the process. This episode is the one you need before you ever touch a tune. Todd, Will, and Myer sit down and go through every real reason a high performance diesel engine dies, and it's rarely what you'd expect from reading the forums. They start by busting the EGT myth. Guys have been scared of exhaust gas temperature for decades, but heat alone almost never kills a build. What actually wrecks pistons is improper piston wall clearance, something the diesel performance world has gotten wrong for years. They break down cast versus forged pistons, correct ring gap on 12 valve and 24 valve Cummins engines, and why a factory rod that survives a worn out truck making 600 horsepower will bend the moment you put real power to a fresh, tight engine. From there they get into nitrous and timing. Todd and Will walk through why running too much timing with a big nitrous shot on a common rail is a fast way to send cylinder pressure through the roof, why sled pulling with water injection wants more timing than drag racing with nitrous, and how a lot of the old "nitrous blew it up" stories were actually piston clearance problems the whole time. Tulip valves get their own deep dive. This is one of the biggest issues quietly taking out modern high performance heads, and the guys explain how cylinder pressure pushes the valve up, kills your lash, wipes cams, and why Power Driven is working with a manufacturer on Inconel valves built specifically for common rail engines. They also cover rod bolt failures from over revving on the dyno, why disconnecting lockup or overdrive at high RPM without load will scatter an engine every time, and why running without an exhaust brake can quietly kill factory rods on a long mountain coast down. They close out talking through where to set your RPM window on a build so you're not fighting factory block and head limitations before you even lay into the throttle. If you're turning up a diesel or building a race truck, hit subscribe on YouTube and follow along on your favorite podcast app so you don't miss the next one. September is a big one. Power Driven is running 10% off everything storewide, 15% off PDD Fueling, and 10% off both Airdog and OptiTorque. On top of that there are five giveaways running including a compound turbo kit, a Colt Cams cam combo with a PDD cylinder head, an Aggressor turbo, a full fuel package, and an Airdog fuel system. Get all of it at PowerDriven.com before the sale ends. Shop Power Driven Diesel: https://www.powerdriven.com

Todd, Will, and Myer sit down to answer the question their own viewers keep asking: what actually kills a diesel engine. This isn't a highlight reel of blown up race trucks. It's a real conversation about the boring stuff that ends up costing you the most, and by the end you'll understand exactly why some trucks hit 400,000 miles and others don't make it past 100,000. The guys start with air filtration, breaking down why a high flow filter built for the racetrack can be the wrong call for a truck that spends its life on dirt roads, and how a warped air box lid quietly sands down cylinder walls one mile at a time. From there they get into oil change intervals, why diesel oil has to fight abrasive soot, and why stretching that interval too far on a Cummins or any diesel truck build is gambling with the bottom end. Fuel system maintenance gets serious attention too. Todd and Myer walk through algae contamination, injector failures on common rail systems, and why a cheap tune from Facebook Marketplace can melt a piston faster than almost anything else on this list. They break down EGT damage, ring wear, and valve seat problems, then go platform by platform. You'll hear about killer dowel pin issues on 12 valve Cummins trucks, VP44 fuel pressure sensitivity, the notorious CP4 pump problems on 6.7 Power Stroke trucks, head gasket failures on Duramax engines, and why the fifth gen Cummins hydraulic roller cam setup has turned into one of the more frustrating design decisions in recent diesel history. Whether you're running a 5.9 Cummins, a 6.7 Cummins, a Power Stroke, or a Duramax, this episode gives you a real look at what wears these engines out and what you can actually do about it before it becomes an expensive lesson. If you're a diesel guy who wrenches on your own truck, this is the kind of episode worth taking notes on. Subscribe on YouTube and follow the Power Driven Podcast on your favorite podcast platform so you don't miss the next one. Shop everything talked about in this episode, including the filters, oil, and parts, at the link below. Shop Power Driven Diesel: https://www.powerdriven.com

Tuning is one of the most asked topics in the diesel world, so this episode of the Power Driven Podcast breaks down diesel tuning 101 straight from guys who actually tune their own trucks. Todd, Will, and Myer walk through what it really takes to start tuning a Dodge Cummins, whether it is a daily driver or a dedicated race truck. They start with picking the right tuning platform, comparing EFI Live and HP Tuners for older and newer trucks, and explain how that software reads the ECM and unlocks the tuning tables hiding inside the factory computer. From there the conversation moves into fuel quantity, timing splits, and how injection pressure differs between a 12 valve pump truck and a modern common rail Cummins, and why that difference changes how aggressively you can safely run your tables. The guys also get into the factory five position tune switch found on 06 and newer Dodge Cummins trucks, how racers use it to flip between tunes right from the cab, and how other diesel platforms like Ford handle the same idea through the cruise control buttons. There is a long section on turbo spool, boost limited fueling, and reading an AFR gauge to hit the right air fuel ratio for a fast, clean spool without drowning the truck in smoke. That leads into a story about chasing spool on a Cummins sled pull truck that turned into one of the better lessons in this episode, plus why a properly tuned diesel will always beat someone trying to manage boost and fuel with their foot. Whether you daily drive a Dodge Cummins or you are building out a diesel performance race truck, this episode gives you a real starting point for tuning your own truck instead of guessing at it and hoping for the best. If you want more episodes like this, subscribe to the Power Driven Podcast on YouTube and follow along on your favorite podcast platform. Shop everything mentioned in this episode at PowerDriven.com, including EFI Live and HP Tuners tuning platforms and gear to help you dial in your own Dodge Cummins. Shop Power Driven Diesel: https://www.powerdriven.com

We took total strangers for rides down the racetrack in our diesel drag trucks, and it might be the most fun thing we've ever done at an event. This episode is a stroll down memory lane on the Power Driven Podcast, covering our trip to Montana for an NHRDA event and the first time each of us felt real horsepower behind the wheel. Todd, Will, and Myer break down how the spectator ride along program came together, from a six year old getting the full harness experience to grown adults walking away shaking after a pass in the junker. We also cover what it takes to run those rides safely, watching trans temps and checking for leaks between passes. Then we get into the technical side of the weekend. Myer talks through setting a new record for the fastest Dodge 48RE four speed transmission in a truck, running a 4.82 at 155 miles per hour in the eighth mile, and the tuning fix that got him there. There is a breakdown of why guys are moving from the 48RE to turbo 400 transmissions for pro street and eighth mile racing, and why the converter clutch dragging at the line is the real Achilles heel of the Dodge trans. We also talk diesel truck racing classes, from mild 770 index trucks up to 590 Pro Street, and why a stock looking Cummins powered truck sitting in the parking lot could probably run mid elevens if the owner just gave it a shot. We had a blast being part of this NHRDA event and hope to see more tracks doing spectator ride alongs. Come say hi in the pits if you catch us at the next NHRDA race in Ennis, Texas this September. If you enjoyed this one, subscribe on YouTube and follow the Power Driven Podcast on your favorite podcast platform. Whether you're thinking about getting into diesel drag racing, building your own eighth mile truck, or fixing up your Dodge four speed, we've got you covered. Shop everything you need at PowerDriven.com. Shop Power Driven Diesel: https://www.powerdriven.com

Blown head gaskets are one of the most common headaches diesel guys run into once they start chasing real power, and this episode breaks down exactly why they happen and how to actually fix it for good. Todd, Will, and Myer get into it after a viral clip of a 6.7 Cummins shooting fire straight out the front of cylinder number one, and use it as the jumping off point for a full breakdown of head gasket failure. The guys tackle the biggest myth in the diesel world first, that high drive pressure is what blows head gaskets. It is not. High cylinder pressure from advanced timing is the real culprit, and they explain why a tighter turbo setup that makes drive pressure is just a sign of an engine that is going to make power down low, which is where the real cylinder pressure spike happens. From there the conversation moves into sealing solutions, starting with fire ring gaskets and split firing, which the guys call the ultimate ceiling technique for a high performance diesel build. They compare that to Top Fuel dragster hoops and C ring style seals, and explain why a fire ring is still the go to for iron block Cummins applications running big power, whether it is a 12 valve, a 24 valve, or a VP44 setup. There is a deep dive into crush specs, retorque procedure, and the difference between how MLS gaskets and older factory gaskets handle a little bit of leakage, along with the common mistakes guys make when resurfacing a head at home with the wrong tools. The guys also walk through real world troubleshooting, covering coolant leaks after a firing job, how much crush is too much, and what brands like Hazel and Industrial Injection are doing differently with their gasket specs. If you are building a diesel truck for serious horsepower and want to avoid blowing a head gasket, or you are already dealing with one and trying to figure out why, this episode gives you the real explanation instead of the Facebook forum version. Subscribe to the Power Driven Podcast on YouTube and follow along on your favorite podcast platform so you never miss an episode. This episode is all about head gasket sealing, and the fire ring head gaskets Todd, Will, and Myer talk about are built and sold right through Power Driven Diesel. Shop everything mentioned in this episode at PowerDriven.com  Shop Power Driven Diesel: https://www.powerdriven.com

Todd, Will, and Myer are back for round two on camshafts, picking up right where they left off and going even deeper into diesel cam theory. If you got something out of the last episode, this one takes it further with real numbers, real data, and some genuinely nerdy breakdowns that most Dodge Cummins guys never get access to. This episode is built around volumetric efficiency and how race engines actually push past 100 percent. The crew explains scavenging, low pressure zones, and how intake air speed changes everything about when you should close that intake valve. They break down piston speed and rod angle, why 70 degrees after top dead center is the sweet spot for airflow, and why valve lift speed is limited by lifter size, which is a big reason Cummins runs such a massive lifter compared to the gas world. From there Will pulls out actual cam data measured off real factory camshafts using a cam doctor tool, comparing intake and exhaust duration and valve timing across every generation of Cummins, first gen, 12 valve, VP44, and common rail. The differences in exhaust valve opening timing alone explain a lot about why certain Cummins generations start easier, burn cleaner, or make power differently. They also dig into intake and exhaust centerline angles and why lifting the valve higher instead of just chasing bigger duration numbers is often free horsepower with no downside. The back half covers valve springs, coil bind, and why some aftermarket cams cause problems with stock components, plus a preview of a project cam being custom built for an upcoming race truck this September, designed specifically around a narrow RPM window instead of chasing bigger numbers across the board. If part one gave you the foundation, this episode is where it gets real. Whether you are running a first gen, a 12 valve Dodge Cummins, a VP44, or a common rail, this breakdown gives you a real foundation on how factory and aftermarket camshafts are actually engineered. Subscribe on YouTube and follow the podcast on your platform of choice so you catch the rest of this camshaft series as it drops. Colt Cams are now part of the Power Driven lineup, so if you want to dig deeper into the camshafts covered in this episode or see what fits your Cummins, head over to PowerDriven.com to check out the full selection. Shop Power Driven Diesel: https://www.powerdriven.com

This week Todd, Will, and Myer sit down to talk about something that gets asked about constantly but rarely gets explained right, camshafts. If you have ever wondered why your buddy's diesel sounds smooth while another one lopes like a muscle car, or whether a bigger cam is going to kill your fuel economy, this episode breaks down exactly what is going on inside your engine and why diesel camshafts do not follow the same rules as gas performance builds. The guys also announce something big for the diesel performance industry. Power Driven has acquired Colt Cams, the original name in diesel camshaft development founded by Jeff Colt, and it is now officially under the Power Driven umbrella shipping out of America. The crew talks about what owning that brand outright means for R&D moving forward, including in house cam design and testing on their own engine dyno. From there the conversation gets into real cam theory. Todd, Will, and Myer explain why diesel duration numbers look nothing like gas cam numbers, why a factory Cummins cam is built around torque and RPM range instead of high end horsepower, and why a bigger cam on a Cummins diesel tuning setup usually helps fuel economy instead of hurting it. They cover the difference between 12 valve and 24 valve Cummins camshaft design, how a single lobe activates two valves through the bridge setup, flat tappet versus roller lifter reliability, and why the intake valve closing point is considered the most important event in camshaft design. Whether you are running a 12 valve, a 24 valve, or a common rail Cummins, this episode gives you a real foundation on volumetric efficiency, cam terminology, and how to think about camshaft upgrades the right way instead of just chasing bigger duration numbers. This is part one of a deeper camshaft series, so if you want to understand what is actually happening inside your diesel engine, this is a good place to start. If you learned something from this one, subscribe on YouTube and follow the podcast wherever you listen so you do not miss the rest of the camshaft series. Colt Cams are now part of the Power Driven lineup, so if you are looking to upgrade your camshaft or just want to see what is available for your Cummins, head over to PowerDriven.com to check out the full selection. Shop Power Driven Diesel: https://www.powerdriven.com

It's towing season and if your gauges are climbing on the way up the grade, you need to know what's actually normal and what's a real problem. Will and Myer break down coolant temps, transmission temps, and everything that can push a Dodge Cummins diesel truck out of range while towing. They start with what a healthy cooling system looks like going down the road. Thermostat opening temps on these trucks typically run 180 to 200 degrees depending on year and setup, and they explain why a hotter or cooler thermostat matters for winter heat versus summer towing, along with how boiling points, radiator cap pressure, and elevation all affect what your coolant temperature can handle. A big part of the episode covers fan clutches, since a bad cooling fan clutch is usually the first thing they check when a diesel truck runs hot. They explain how to tell if your mechanical fan clutch is engaging and why electric fans aren't actually an upgrade over the factory setup on these Cummins trucks. From there they walk through testing a thermostat the old school way with a pot of boiling water, the bypass port a lot of guys don't know exists in the block, and why a genuine Cummins thermostat is worth it over the cheap parts store version, especially on a second gen Dodge. Radiator condition gets its own conversation too. They cover why a clogged or dirty radiator causes most cooling problems, why a factory copper core radiator often beats a cheap aftermarket one, and how they've flushed old radiators back to life with everything from radiator flush products to straight vinegar. They also get into heater core plumbing and why oversized fittings from a repipe can hurt your cooling in the summer. The conversation wraps up on transmission cooling, the second gen's heat exchanger setup, why factory transmissions are designed to run around 185 degrees, and why colder fluid on a built performance transmission tends to live longer. Along the way Will and Myer share real diesel towing stories, from Willard's cooling performance on a run to Saint George to a second gen Dodge gauge that pegs out hard at 230 degrees, plus a few lessons learned the hard way about fan clutches and stuck thermostats. If you found this useful, subscribe to the Power Driven Podcast on YouTube and follow along on your favorite podcast platform. Will and Myer reference several parts from their own builds throughout the episode, including compound turbo setups, VGT turbochargers, and stage two and stage three injectors. Shop everything mentioned in this episode at PowerDriven.com links below. Shop Power Driven Diesel: https://www.powerdriven.com

Myer just won the Ultimate Callout Challenge, and now that the documentary is out, the comments section has some strong opinions about it. Todd and Myer sit down together this week to work through the feedback and clear up a few misconceptions about what UCC actually is. Most of the response has been positive, and the guys are genuinely grateful for it. But this episode digs into the comments they disagree with, starting with the drag race side of things. The truck runs a 48RE, a Dodge automatic out of the 2003 to 2006 trucks, built around the largest input shaft currently available in a 35 spline. They actually brought two built transmissions to the event on purpose, and they explain why. On the dyno, a lot of people got upset about how fast the pulls looked and how much time the truck spent under load. They break down why that criticism misses the point. Competitors do not control the resistance on the dyno, the competition sets it, and every truck gets the same load. More power against a fixed resistance just means the run finishes quicker. They also cover why UCC moved away from scoring torque plus horsepower years ago, after competitors found ways to game that formula with gearing. From there the conversation covers the aftermarket ECU running the whole truck, from injectors to timing, the mag valve controlling the second turbo, and why the nitrous stayed conservative until high rpm to keep the engine alive through the pass. The sled pull gets its own breakdown too. Some commenters claimed the team ran three different trucks across the weekend. Todd and Myer clear that up. It is one drag chassis that also runs the dyno, then gets an axle and bracing swap for the sled. They also cover the sled weight box getting adjusted mid competition and why there is no out of bounds penalty in this class. The bigger theme running through the episode is what UCC is actually built for. It is an invitation only event with almost no restrictions outside a weight limit and hitch height, designed to see what the industry can build without limits, not a street truck competition. If this episode got you fired up, subscribe on YouTube and follow along on your favorite podcast platform. This build runs on parts that get proven under real pressure, not just talked about. If you want that same confidence in your own truck, PowerDriven.com is where to start. Shop Power Driven Diesel: https://www.powerdriven.com

Kyle from Dark Iron Diesel flew his blown up 12 valve Cummins out to Power Driven Diesel so the crew could rebuild it from the ground up, and this episode follows the build while the guys dig into what actually separates a fast truck from a truck that just sounds fast. Kyle's 12 valve made 650 horsepower before a nitrous mishap put a freeze plug through the block and warped the head. Instead of a simple repair, Todd, Will, and Myer turn it into a full stroker build, taking the 5.9 out to a 6.1 liter on a 6.7 Cummins crank that Power Driven now manufactures in house. They cover custom Wagler rods, ceramic coated pistons, a reconditioned head, a Colt Stage 4 cam, and an Aggressor 60/65 over 98 compound turbo setup aimed at 1100 to 1200 horsepower. We filmed the full teardown, machine work, and stroker crank install start to finish, so keep an eye out for the build video covering every step of this engine in detail. The crew also compares Myer's 1300 horsepower race truck against Kyle's Lamborghini Huracan, which he had on hand from a cross country supercar rally, breaking down 0 to 150 times and why horsepower alone does not tell the story without weight and traction factored in. Kyle also talks about walking away from a potash mine job to do YouTube full time and his approach to dyno testing. Subscribe on YouTube and follow along on your favorite podcast platform. This episode covers a full engine build, parts, and machine work, all done in house at Power Driven Diesel. If you want to build something similar, the team can help you spec it out at PowerDriven.com. Shop Power Driven Diesel: https://www.powerdriven.com