If you have ever second guessed whether you have the right turbo on your truck or just assumed bigger always means better, this episode is going to sort that out with real numbers from real trucks pulling real weight. Todd, Will, and Myer just got back from hauling to a race in Phoenix and brought the data to prove what properly sized turbochargers actually do out on the road.

The guys recap the full tow to the NHRDA event, covering how Willard, their VP44 powered second gen, hauled over 22,000 pounds while running the 60-64 turbo with almost no smoke, no heat issues, and solid boost numbers from Cedar City all the way down to Phoenix.

On the other side of that convoy, Myer was pulling 31,000 pounds in his 6.7 common rail tow truck running the Aggressor 480 in a compound setup, holding 30 pounds of boost against 27 pounds of drive pressure the entire way. That kind of boost-to-drive ratio does not happen by accident, and they break down exactly why it worked so well including how a ported cylinder head and cam combination keeps heat out of the air charge and off the radiator when you are working hard under a heavy load.

From there the conversation moves into waste gate strategy for both single and compound setups, covering screamer gates, hot pipe gates, and what they learned while tuning the junker for burnout contest reliability at 130-plus pounds of boost. They also get into how nitrous changes the entire equation when it comes to getting exhaust volume out of the system fast enough to keep turbos alive.

The guys cover the Aggressor 62-9 and 67-9 singles after running them in the Blue Collar class at the event, including back-to-back comparisons on fuel only and with nitrous. There is a real conversation here about spool characteristics, turbine sizing, and why the 62-9 spools noticeably quicker and what that means depending on what you are actually doing with the truck.

They also get into how wide you can spread compound turbo sizes before things fall apart, and the honest answer based on their testing might surprise people who assumed there was a hard limit. The junker running a 62-9 paired with an Aggressor 98 as the atmosphere charger is the case study, and the dyno results on that setup are worth hearing.

The episode wraps with a practical breakdown of which turbo makes the most sense depending on your platform and how you use your truck, covering the tow series lineup across the second gen, common rail, and Power Stroke applications. If you are trying to figure out what to put on your rig this is about as straight of an answer as you are going to get from guys who have actually tested all of it.

Subscribe on YouTube and follow the Power Driven Podcast on Spotify or Apple Podcasts so you never miss an episode.

It is also March which means the Power Driven sale is live sitewide and they are giving away five Aggressor turbos to customers this month. Every hundred dollars you spend earns you an entry. Here is what is on sale:

👉 10% off all Power Driven products including heads, transmissions, pushrods, air filters, and oil

👉 15% off all PDD fueling 

👉 15% off all PDD turbos

👉 20% off Power Driven True 6.7L Crankshafts

If you have been sitting on a parts order this is the month to pull the trigger.

Everything talked about in this episode including the Aggressor turbo lineup and the full tow series is available at PowerDriven.com, and if you have been sitting on a turbo upgrade, March is the month to pull the trigger with the sale running and five turbos being given away to customers.

Shop Power Driven Diesel: https://www.powerdriven.com

What does it actually cost to build a diesel that makes real power? More importantly, what does it cost when you buy the wrong parts?

This week on the Power Driven Podcast, the guys are pulling back the curtain on one of the most debated topics in the diesel performance world: cylinder heads. Whether you're building a Cummins street truck or chasing records in a purpose built race rig, the head you choose can be the difference between a truck that dominates and one that leaves you stranded with a pile of parts you can't use.

The crew breaks down the real cost of high performance cylinder heads, from shelf heads running factory valves all the way up to full custom builds pushing toward the $9,000 to $10,000 range. They talk about why a premium head is an absolute must once you start adding big turbos, stacking boost, and pushing into serious horsepower territory on a diesel engine build. A poor flowing head will cap you out fast, no matter how much fuel and air you throw at it.

But it's not all about top shelf builds. One of the most important takeaways from this episode is knowing what your truck actually needs. The guys get real about matching parts to your goals, because throwing a race spec head onto a 500 horsepower street truck is just burning money. They dig into the middle ground too, including valves, springs, connecting rods, and pistons, and how the diesel aftermarket is maturing to give builders more competitive options at better price points than ever before.

They also give a glimpse into what's being developed in the shop right now for the upcoming UCC build, which is shaping up to be one of the most serious Cummins engine builds the Power Driven team has ever put together. Meyer has been deep in the R&D on a head that could set a new standard for the platform, and the guys are genuinely fired up about where it's headed.

Spring is coming. Race season is right around the corner. If you've got a build on the table, this is the episode to listen to before you start buying parts.

What happens when a truck you built for testing accidentally becomes the perfect race weapon? That's exactly what we're dealing with heading into the NHRDA Diesel Desert Nationals in Chandler, Arizona, and we are fired up about it.

In this episode of the Power Driven Podcast, we're breaking down everything you need to know about the brand new Blue Collar Class, a street truck drag racing format that is turning heads in the diesel performance world. No boost launches. No prepped surfaces. No Christmas tree countdown. They line you up, flip on a flashlight, and when it goes green, you go. That's it. It's the closest thing to a real stoplight race you'll find at a sanctioned event, and we are here for every second of it.

The class has strict turbo size limits based on your platform, a 7,000 pound minimum weight requirement, and a 400 tread wear tire rule so you can't just show up on a full race setup and blow the doors off everybody. They want real trucks driven by real guys, and with a $300 entry fee and a $20,000 payout purse on the line, the competition is going to be serious.

Here's the wild part. Our 12 valve test rig Vin-D, the truck we've been running injector tests, tow tests, and dyno pulls on for months, just so happens to sit right around 740 horsepower with a 67.9mm turbo and a towing cam. We did not build this truck for the class. It just worked out that way. Now we're going to dial in the wastegate, throw on some fresh rubber, and see what this thing can do when the light goes green from a dead idle.

We also talk about which platforms have the real advantage in a class like this, why common rails could be tough to tame off the line, and what it would take to actually build the perfect Blue Collar Class truck from scratch. If you've ever wanted to go racing without dropping a fortune on a purpose built drag truck, this episode is going to get your gears turning.

Ever dropped a stack of cash on a diesel performance mod and wondered why your truck drives worse than before? Yeah, we've been there. In this episode of the Power Driven Podcast, Todd, Myer, and Will sit down in the race shop to talk about the modifications that people do to their diesel trucks that either flat-out ruin them or just don't deliver what they promised.

We kick things off with the age-old debate about leveling kits, stance boy wheels, and oversized tires on diesel trucks. Will's got some strong opinions here, and if you've ever wondered why your second gen Dodge or third gen Cummins follows every groove in the asphalt like a shopping cart with a bad wheel, this is the conversation you didn't know you needed. Spoiler: your ball joints aren't happy either.

From there we get into the performance mods that sound great on paper but end up costing you more than they're worth. We're talking oversized injectors, 13mm injection pump sizing on builds that have no business running them, and the classic mistake of throwing the biggest, baddest parts at a tow truck that just needs something sensible. We hear from guys constantly whose 12 valve Cummins or VP44 went from awesome to terrible overnight chasing a spec sheet.

We also dig into the intake horn debate with real dyno testing data, cold air intakes, intercooler upgrades, diesel exhaust systems, and the old school practice of dropping compression with oversized head gaskets. All covered with actual shop floor experience, not just YouTube theory.

The big theme of this episode? Right-sizing your build for your actual goals. Whether you're towing, pulling, or just want a badass street diesel, matching your parts to your power level makes or breaks the whole thing.

If you've ever had buyer's remorse on a diesel truck build or you want to avoid it, this one's for you.

Everybody loves boost. The higher that gauge climbs, the better, right? Well, not exactly.

This week on the Power Driven Podcast, Will and the guys get into one of the most argued topics in diesel performance. Boost. What it actually means, why more of it doesn't always equal more power, and where the whole "boost is just a measurement of restriction" idea even came from.

The conversation started after a buddy rolled in from Washington with a 6.0 Power Stroke on one of their new 68mm GT turbos. The thing laid down 662 horsepower to the wheels on completely stock heads and a stock intake. At only 33 pounds of boost. Meanwhile builds running 45 to 50 pounds are struggling to match that number. So what gives?

Turns out the number on your boost gauge is only part of the story. What's happening on the exhaust side, how well your cylinder heads flow, your intercooler efficiency, air density, exhaust back pressure, all of it plays into how much power actually makes it to the tire. The guys break all of that down in a way that actually makes sense whether you're building a diesel drag truck, a tow rig, or just trying to get more out of your daily driver.

They also get into why diesel turbo technology has quietly lapped the gas performance world, the real reason gasoline engines can make insane power at lower boost, and the tuning strategy behind the Junker's 1,170 horsepower 12 valve build.

Plus the age old turbo sizing debate, why chasing peak dyno numbers can actually ruin a truck, and why the best feeling diesel you've ever driven probably wasn't the highest horsepower one.

You don't feel a horsepower number. You feel fun.

If you want to go deeper on diesel performance, turbo theory, and real world builds, subscribe to the Power Driven Podcast and leave us a review. It helps more diesel guys find the show and keeps the conversation going.

Ever wonder if cylinder heads actually matter on your diesel truck, or if it's all just turbo talk? In this episode of the Power Jam Podcast, we're diving deep into the world of cylinder head performance after picking up a massive 73 horsepower on our short bed 12 valve Cummins with our stage two street performance head.

For years, diesel guys have been told that boost solves everything. Got a restrictive head? Just add more boost and call it good. We're here to bust that myth wide open and explain why your engine actually cares about head flow, even when you're running a turbo. Whether you're driving a 12 valve, 24 valve, or common rail Cummins, understanding how air actually moves through your engine is the key to unlocking real power.

We break down complex concepts like pressure differential, coefficient of discharge, and port velocity in ways that actually make sense. No engineering degree required. You'll learn why bigger valves aren't always better, why some expensive ported heads actually perform worse than stock, and how something as small as a valve job can make or break your entire build.

This isn't just theory either. We talk real world results from trucks like Vendee, which is making 739 horsepower on a single turbo while staying remarkably clean. We discuss the differences between tow heads, street heads, and race heads, and help you understand which option makes sense for your application and budget.

Whether you're building a dedicated sled puller, a reliable tow rig, or a street truck that needs to last, we cover everything from intake shelf modifications to induction hardened seats. We even tackle common questions about dimpled ports, oversize valves, and why some performance heads fail sooner than others.

If you've ever wanted to understand what really happens inside your diesel engine and how to make smart decisions about cylinder head upgrades, this episode is for you. We keep it real, keep it practical, and give you the knowledge to make your truck perform better without wasting money on parts that don't deliver.

Welcome to the Power Driven Podcast from Power Driven Diesel. In this episode, we're answering a listener question from SuperCalFragilisticExpialidocious7314 about different power adding systems for diesel trucks.

We start by talking about our experiences with water injection and water methanol injection on multiple builds. Spoiler alert: water injection lost power on almost every truck we tested, from single turbo street trucks to triple turbo race setups. There was only one time it actually picked up power, and we'll explain exactly why that happened and what made it different.

Then we get into methanol injection and why it can actually add real horsepower on certain trucks, especially those with fuel system limitations like VP44 pumps. We've seen methanol add anywhere from 40 to 100 horsepower depending on the setup, and we explain the science behind why it works, when it helps with EGT control, and when it doesn't. We also touch on propane injection, nitro methane testing we did on one of our old trucks, and why compound turbo setups sometimes respond differently to methanol than single turbos.

The second half of the episode covers superchargers versus turbochargers on diesels. If you've ever wondered why superchargers are popular on gas engines but almost nonexistent in the diesel world, we break down the real reasons. We talk about parasitic loss, why diesels need way more boost than gas engines, and why that creates huge problems for superchargers trying to keep up.

We also discuss some real world examples of builders who tried supercharger only setups and supercharger turbo compounds, including results from guys like Brad Ponzi and Crazy Carl's Turbos. The results might surprise you, but we explain exactly why turbos keep winning in the diesel performance world.

If you've got questions about water meth, boost systems, or anything diesel performance related, drop them in the comments. We read every one, and yours might end up as a full episode topic.

2800 degrees does matter. That will melt everything after the engine.” We kick this one off with a real story about a pegged EGT gauge and use it to crack open what exhaust gas temperature actually tells you and why placement matters. We explain EGT in plain terms and dig into the difference between reading pre turbo and post turbo, including the ballpark rule one of us saw when testing that showed roughly 100 degrees per 10 pounds of drive. Most light duty diesel folks read pre turbo, so the rest of the conversation stays there.

From there we poke at the old 1250 safe myth and talk about why newer common rail trucks can see 1350 to 1400 on a hard pull while a 12 valve might not love that long term. Timing plays a huge role and we lay out how advancing timing can drop the EGT number while raising the actual heat the piston sees. That’s why a lower number isn’t always safer. We walk through the failures we’ve actually seen in the shop and at the track like melted turbine wheels and dividers when the hot side is the weak link versus pistons that scuff from heat and clearance. We also share a simple towing habit that helps, which is watching coolant as a proxy for oil temperature and backing off after a big climb instead of idling hot.

If you’re fighting high EGT while towing we talk through fixes that work in the real world. The big one is getting the right turbo for your RPM and load because a mid sized single makes a truck smoky and hot. Freeing up the exhaust after the turbo helps drive pressure and spool. An upgraded intercooler can drop intake temps and we’ve seen that turn into a noticeable EGT reduction. Cylinder head flow and a sensible cam improve volumetric efficiency so the same fuel makes more power with less heat. We even get into water and water meth injection and where it can make sense. We wrap it with how we’d spend money on a tow build with tuning first then turbo then fuel and why that order worked on our own tow rig. If you care about towing, turbos, timing, common rail versus 12 valve behavior and real diesel performance, this episode is for you.

Fuel mileage is one of those things everybody talks about, but when you start digging into it, you realize it is not just one magic mod. In this episode of the Power Driven podcast, the guys get into what actually moves the needle on diesel pickup fuel economy and why some trucks can pull off numbers like 30 miles per gallon when most people assume that is impossible.

It kicks off with a FreedomWorks video where a built 12 valve Cummins shocks everybody by cracking over 30 mpg in a baseline run, and that launches the whole conversation. They talk about how that truck was not stock, it had things like timing bumped, bigger turbo setup, four inch exhaust, and it was a two wheel drive, which matters more than people want to admit. From there they get real about the biggest easy win, getting rid of waste, and a lot of that starts with how fast you are driving. Dropping speed to keep rpm down and cut wind drag can be the difference between a normal 16 to 17 mpg truck and something that starts creeping into the low 20s.

Then they spend serious time on tires because the difference is not small. They explain why skinny tall tires like a 235 85 16 can help drop cruising rpm and rolling resistance, and they compare that to what happens when you go bigger and more aggressive. They also get into the reality of injectors and timing, and why more timing is basically step one across platforms, whether you are talking 12 valve, 6.0 Power Stroke, or common rail. They break down timing in plain terms, why emissions pushes timing in a certain direction, and how tuning decisions like timing split can make a truck efficient without being risky when you are just cruising.

From there it rolls into airflow and turbo choices, why turbine side matters so much for efficiency, and how transmission lockup, rail pressure, and even smoke all tie back into fuel economy. The whole thing feels like a shop conversation that connects the dots between diesel performance parts and real world miles per gallon without pretending there is one simple answer.

Diesel drag racing is officially back, and 2026 is shaping up to be a turning point for the sport. With new ownership, renewed momentum, and real effort being put into growing diesel motorsports nationwide, this episode of the Power Jam Podcast breaks down why now is the time to get involved and how anyone with a diesel-powered vehicle can jump in without it being intimidating.

In this episode, the guys talk through what the changes in diesel racing actually mean for everyday enthusiasts, from the resurgence of organized events to the excitement around unified rules and growing participation. They reflect on how diesel drag racing exploded in the early 2000s, why it slowed down over the years, and why the conditions are finally right for it to grow again. The focus isn’t just on watching from the stands, but on encouraging more people to bring their trucks to the track and experience it firsthand.

A big portion of the conversation walks through exactly how to get started racing, especially in the Sportsman class. They explain why you don’t need a fast truck, a massive budget, or race-only equipment to participate, and how consistency and reaction time matter more than horsepower. From tech inspection and staging lanes to understanding the tree, reaction times, and time slips, the episode removes the mystery around drag racing and makes it approachable for first-time racers.

The discussion also covers how bracket racing works, how dial-ins and reaction times decide races, and why slower classes are often the most competitive and fun. As the episode progresses, they touch on moving up into faster classes, what changes as speed increases, and why learning the fundamentals in Sportsman sets you up for long-term success.

If you’ve ever thought about racing your diesel truck but didn’t know where to start, this episode lays it out in real-world terms. It’s about growing the sport, helping new racers feel welcome, and keeping diesel motorsports alive by getting more trucks on the track.