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 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. 

Subscribe to the Power Driven Podcast on YouTube and Spotify, drop a comment about your favorite generation, and follow Power Driven Diesel for more truck builds, tuning discussions, and honest diesel talk from guys who live and breathe this stuff every day.

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.

Subscribe to the channel, follow the Power Driven Podcast for more episodes, and check out Power Driven Diesel for the testing, tech, and parts that keep this community moving.

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.

Subscribe to the Power Driven Podcast and follow Power Driven Diesel for more episodes, dyno sessions, and builds that keep the diesel community moving forward.