Power Driven Podcast

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.