Power Driven Podcast
Welcome to the Power Driven Podcast, where we dive deep into the thrilling world of horsepower. Join your hosts, Todd and Will, as they engage with employees, industry experts, and special guests to explore the pulse-pou...
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- Kyle1 ep
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| Date | Episode | Topics | Guests | Brands | Places | Keywords | Sponsor | Length | |
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| 10/13/26 | The TRUTH About The VP44: Making 500HP On A BUDGET | 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 | 40m 21s | ||||||
| 10/6/26 | This 6.7 Cummins Head Won $100,000 in Diesel Drag Racing | 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 | 54m 01s | ||||||
| 9/29/26 | What It Takes to Keep a Cummins Alive at 3,600 HP | 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 | 1h 02m 29s | ||||||
| 9/22/26 | We Tried Everything Stupid So You Don't Have To! | 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 | 1h 05m 37s | ||||||
| 9/15/26 | Everything You're Doing WRONG Building a 1000HP Cummins! | 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 | 52m 50s | ||||||
| 9/8/26 | high performance diesel enginespiston wall clearance+3 | — | Cummins enginesInconel valve | — | diesel performanceEGT myth+6 | — | 1h 07m 41s | ||
| 9/1/26 | diesel engine maintenanceair filtration+4 | — | CumminsFacebook Marketplace+2 | — | diesel engineair filtration+8 | — | 1h 07m 02s | ||
| 8/25/26 | diesel tuningDodge Cummins+4 | — | Dodge CumminsEFI Live+2 | — | diesel tuningDodge Cummins+5 | — | 1h 21m 53s | ||
| 8/19/26 | diesel drag racingspectator ride alongs+3 | — | Dodge 48REturbo 400+2 | Montana | diesel trucksdrag racing+3 | — | 48m 14s | ||
| 8/11/26 | blown head gasketsdiesel performance+4 | — | 6.7 Cumminsfire ring gaskets+7 | — | blown head gasketdiesel+6 | — | 1h 02m 02s | ||
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| 8/4/26 | diesel cam theoryvolumetric efficiency+5 | — | CumminsDodge+2 | — | Cummins camshaftdiesel engines+5 | — | 1h 02m 03s | ||
| 7/31/26 | diesel camshaftscamshaft theory+4 | — | Power DrivenColt Cams+1 | — | diesel camshaftscamshaft theory+5 | — | 48m 35s | ||
| 7/21/26 | diesel truck overheatingcoolant temperature+4 | — | Dodge Cummins diesel truckthermostat+2 | — | diesel truckoverheating+6 | — | 1h 04m 19s | ||
| 7/8/26 | Ultimate Callout Challengedrag racing+3 | Myer | Ultimate Callout Challenge48RE+1 | — | UCCdrag race+3 | — | 1h 12m 52s | ||
| 6/26/26 | engine builddiesel performance+3 | Kyle | CumminsWagler rods+6 | — | Cumminshorsepower+5 | — | 1h 02m 57s | ||
| 6/17/26 | Why MORE Horsepower Is LOSING In 72 Fast Diesel Racing | Todd, Will, and Myer dig into Fast 72, the new turbo limited diesel racing class that is already turning heads and stacking serious prize money. A single 72 millimeter turbo and a fuel only setup are producing six figure purses, and this episode breaks down why.They start with the actual rules of the class. No nitrous, no water injection, no methanol, just engine, turbo, and chassis. From there they get into why the trucks making the biggest peak horsepower numbers on the dyno are not always the ones winning at the track, and why second gen Cummins trucks keep running away with it the same way they have been dominating UCC.That leads into camshaft talk. Overlap, intake valve closing events, and how RPM range should dictate cam selection, and why a cam that makes huge peak numbers can actually bleed off boost and lose power down the track. The conversation then shifts to cylinder heads, covering valve sizing, port flow, and why a factory piston might outperform a forged piston at this power level.There is also a quick detour into transmission durability, since the top two finishers in this class are both running stock automatics, plus a reminder that this is not a high dollar class. Anybody with an engineering mindset can be competitive here.They close out talking about the next Fast 72 event in Texas this September, with a purse north of one hundred forty thousand dollars on the line for the season finale.If you are into diesel performance, Cummins builds, or smart engineering beating raw horsepower, hit subscribe on YouTube and follow the show on your favorite podcast platform.Everything the guys talked about when it comes to cams, cylinder heads, and turbo limited builds is the kind of work Power Driven Diesel lives in every day. Head over to PowerDriven.com to check out the full catalog and get your own build dialed in.Shop Power Driven Diesel: https://www.powerdriven.com | 55m 42s | ||||||
| 6/12/26 | How Myer Set The All Time Points Record At UCC 2026 | Myer just made history at UCC 2026, becoming the first competitor to ever break the 3,000 point barrier with a total score of 3,393. This week Will sits down with Myer and guest Josh McCormack, a UCC 2025 competitor, to break down every run, every number, and every decision that went into the most dominant performance the event has ever seen.Across three days of competition, Myer opened on the drag strip with a 4.903, followed it up with 3,620 horsepower on the Super Flow dyno to bank more than 1,200 points in that session alone, and closed out the weekend with a 355 foot sled pull. The crew breaks down the tuning decisions, the overnight chassis conversion between dyno day and sled pull day, and what it actually takes to put up competitive numbers across all three disciplines in a single weekend.Having Josh in the room as a past UCC competitor adds real perspective to the debrief. The guys talk through what separated the top finishers from the rest of the field, why the West Coast teams dominated the leaderboard, and why pre-event testing at the drag strip and dyno is the difference between contending and just showing up. They also get into the sled pull setup, what happened on Myer's pull, and what the points game looks like when you are genuinely building toward something no one has ever done before.This is an honest debrief from the guys who built the truck, drove it, and rewrote the record books at one of the most demanding diesel performance competitions in the country.Subscribe on YouTube and follow the Power Driven Podcast on Spotify, Apple Podcasts, or wherever you listen.Everything Power Driven Diesel builds and sells is at PowerDriven.com. If this episode got you fired up, go check out what the shop has to offer.Shop Power Driven Diesel: https://www.powerdriven.com | 2h 18m 18s | ||||||
| 5/27/26 | We Built the Craziest Cummins We've Ever Made to Compete at UCC 2026 (Here's Everything We Did) | Myer is one week out from the Ultimate Callout Challenge and the second gen Cummins build he has been hammering on since November is almost ready. In this episode Todd, Will, and Myer break down what the truck has become and what they are showing up to Indiana to do.They cover the full transformation from street truck to UCC competitor, including the chassis work, the new deck plate engine, the Bosch ECM swap, a custom Air Dog lift pump, and the wild sled pull sub chassis that rolls completely in and out from under the truck without touching the weight box. They also get into testing results from Arizona and Vegas, including a 4.99 eighth mile pass on a 848 with a stock computer.If you are thinking about making the trip to UCC this year, this episode is the reason to go. The field is stacked, the builds are insane, and Myer's truck is one of the most creative setups on the property.Subscribe on YouTube and follow on Spotify or Apple Podcasts so you catch the full UCC recap when the crew gets back from Indiana.Everything you need for your diesel performance build is at PowerDriven.com.Shop Power Driven Diesel: https://www.powerdriven.com0:00 Intro and UCC one week out1:45 72 Fast class and the $70k purse3:00 Papa Saurus origin and Commonwealth swap6:30 Cage build and chassis work9:45 Arizona debut and first passes20:30 Vegas test and tune25:15 Breaking the five second barrier28:30 The sled pull sub chassis explained42:00 New deck plate engine overview54:00 Air Dog custom pump and Bosch ECM upgrade1:08:30 UCC goals for drag, dyno, and sled pull1:18:00 AI says Myer has no chance | 1h 23m 42s | ||||||
| 5/19/26 | Essential Gear Every Modified Diesel Owner Needs to Carry | If you run a modified diesel truck, a roadside breakdown is not a matter of if. It is a matter of when. Todd, Will, and Myer dig into their best and worst breakdown stories to help you prepare for the inevitable before summer hauling season gets here.The guys cover everything from blown intercooler boots and dead alternators to turbo failures, low oil pressure, and full engine carnage. Most of their stories happen while hauling a trailer, which is exactly when you do not want to find out your diesel performance build has a weak link. Some of these repairs got made on the side of the road with whatever was on hand. Others required a little creativity, a few phone calls, and people willing to help.Along the way they hand out practical tips that apply to any diesel truck build, whether you are running a built second gen Cummins, a 12 valve, a 24 valve, or a common rail. Good intercooler boots, tight clamps, a tire plug kit, spare fluids, and a basic tool kit can solve a surprising number of problems that would otherwise leave you waiting on a tow truck.The bigger takeaway is that preparation before a trip matters more than any roadside fix. Check your tires, top off your fluids, inspect your battery terminals, and make sure you have the right tools before you leave the driveway. Machines break. The guys who handle it best are the ones who saw it coming.If you haul, race, or travel long miles in a diesel truck, this one is worth your time.Subscribe to the Power Driven Podcast on YouTube and follow along on Spotify, Apple Podcasts, or wherever you listen.Shop everything mentioned in this episode at PowerDriven.com, including intercooler boots and everything else you need to keep your diesel truck on the road when it matters.Shop Power Driven Diesel: https://www.powerdriven.com0:00 Intro and episode overview0:45 UCC context and Myer's trip to Indianapolis2:00 The Mac: Ford Aero Max with 855 Cummins mechanical PT pump swap4:15 Coming home from UCC with a blown turbo in the Midwest5:30 Will Terry Fabrication: stovepipe turbo fix with Ace Hardware parts7:55 Garrett 475 swap, T6 flange mismatch, and getting over the Rockies9:45 Intercooler boots: when they blow and why it happens12:00 Boot maintenance tips, clamp torque, and upgrading before you haul13:15 Alternator trigger wire failure and diagnosing on the fly21:00 Broken Smith Brothers pushrod strands the family truck28:30 Alternator failures: 6.0 Power Stroke and the Las Vegas story30:45 Montana breakdown: getting a store employee to deliver an alternator roadside35:00 Low oil pressure on the 12 valve, loose turbo drain bolt, flagging down semi drivers39:15 Cracked billet flex plate discovered on the way home44:00 Carrying spare fluids, radiator hose stories, and what to keep in the bed45:45 Transmission cooler bypass trick with a pair of pliers46:45 Tire plug kit and 12-volt compressor: the tools that solve simple problems fast48:00 Boonie kit concept and the pantyhose serpentine belt story49:20 Always carry a flashlight49:45 The value of a good friend network when you are stranded51:55 Tyson borrows the truck and puts holes in the block55:30 Pre-trip checklist: tires, spare, fluids, spline lug socket, battery terminals | 59m 51s | ||||||
| 5/12/26 | What to Look For When Buying Someone Else's Unfinished Project | Buying someone else's unfinished project truck sounds like a shortcut, but it can turn into one of the most expensive decisions you make. Todd, Will, and Myer break down exactly what to watch for when you're rolling up to a used diesel truck with a head full of optimism and a wallet that needs to survive the trip.The guys get real about why sellers abandon projects in the first place, and why that reason matters more than the deal itself. Money, time, boredom, a problem they couldn't solve, all of it changes what you're actually inheriting when you hand over the cash. Not every truck listed with cool parts is worth what the seller thinks it is, and not every deal is what it looks like on the surface.A big part of the conversation is the physical inspection. Pop the hood and you can tell a lot fast. Firewall insulation and hood insulation are some of the first things to check because they tell you how many times someone has been in there and whether they cared when they put it back together. Wiring is another one. If you see bare twisted wires and electrical tape where a proper loom should be, that truck is telling you something and you should listen.The guys also talk through the secondary market and the reality of flip sellers on classifieds who buy trucks cheap, patch a surface problem, and resell without any real knowledge of the vehicle history. Knowing the difference between a guy who built something and a guy who bought it to move it is one of the most useful skills you can develop when shopping for a project.They cover transmission talk specific to Dodge trucks, including what a shop-claimed "heavy duty" or "towing" transmission actually means versus a real built trans, and why you need to ask the right questions before you assume the drivetrain is sorted. For Cummins trucks from 2019 and up, there is also a conversation about the hydraulic roller lifter design and the failure concerns that make some buyers think twice about the newer platform when they are looking for something they can actually work on and source parts for.The episode closes with the bigger question every buyer has to answer honestly before they shop: are you someone with the tools and knowledge to take on whatever you find, or are you someone who needs to start with a cleaner slate and let a shop handle the build. Neither is wrong, but getting that answer wrong before you buy can cost you a lot more than you saved.If you are looking to pick up a diesel project truck, pull up a chair because this one is worth hearing before you write that check. Subscribe on YouTube and follow on your favorite podcast platform so you never miss an episode. | 56m 41s | ||||||
| 5/5/26 | Cummins Engine Building Tips Part 2: Bearings, Break-In, and First Fire | Part two of the engine building series picks up right where things left off, covering everything from bearing installation all the way through first fire and ring break-in. If you are building a Cummins or planning to, this is the episode you do not skip.Todd, Will, and Myer break down the full Morley bearing lineup, covering P, H, and V bearings and which one belongs in which build. Coated bearings, bearing installation technique, and why cleanliness between the bearing and saddle matters more than most guys realize all get covered in detail. Plastic gauge gets a thorough breakdown too, including an honest story about what happens when you misread a dial bore gauge.Wrist pin clip orientation, rod direction by platform, crank galley cleaning, and which way rods go in a 12 valve versus a 24 valve versus a VP44 are all walked through in real shop language. So are crank gear welding, cam retainers, piston protrusion targets, firing head gasket installation, head stud torque sequence, and valve lash strategy.The break-in section is worth the entire runtime on its own. Proper cam break-in, why you do it without coolant in the block, how to track oil temp with an infrared gun, and why ring break-in requires load are all covered. The crew explains why babying a fresh built diesel causes glazing and oil consumption issues, and breaks down break-in oil, first oil change timing, and cutting open the filter to check for debris.If you are wrenching in the garage and want to build a Cummins that lasts, subscribe on YouTube and follow the Power Driven Podcast on Spotify, Apple Podcasts, or wherever you listen.Everything the guys talked about in this episode, including Morley bearings, assembly lube, and Power Driven Diesel oil, is available at PowerDriven.com. Links below.Shop Power Driven Diesel: https://www.powerdriven.com | 1h 35m 46s | ||||||
| 4/28/26 | How to Build a Cummins Engine the Right Way (Part 1) | If you have ever cracked open an engine block and wondered whether you are missing something the shop guys never talk about, this episode is for you. Todd, Will, and Myer break down the real hands-on engine building process, step by step, using their Myers UCC build as the backdrop for a conversation that covers everything from the stuff you check before you turn a wrench to the stuff that will bite you if you skip it.The episode kicks off with oil galley plug inspection, what the guys call the oil rail, oil rifle, or oil passage depending on who is talking, and why making sure every one of those plugs is seated before assembly is a non-negotiable. They get into cleaning procedures using an engine bore brush kit to pull out machining particles and metal flakes from the cylinder bores and oil passages before anything goes back together.Bearing clearances get a solid breakdown here. The guys walk through main bearings and rod bearings on a Cummins engine, explain why the oil holes in the bearings do not line up the way you might expect, and talk through what proper clearance looks like for street builds versus high RPM race applications. They also hit a detail that trips up a lot of first-time builders: rod caps are matched to their specific rod during the machining process, and swapping caps between rods will cost you roundness and likely an engine.Cylinder wall prep takes up a good chunk of the conversation too. The guys reference using the Total Seal ring break-in compound to verify cleanliness, where green means the wall is ready and brown means you are not done yet. From there the discussion moves into piston ring gap, how they set the second ring at or slightly larger than the top ring, ring orientation during installation, and their experience running Total Seal gapless second rings at higher horsepower levels where piston land strength starts to become a real concern.The back half of the episode covers assembly lube, specifically the Joe Gibbs Driven line and other black assembly greases the guys have had good results with, where to apply it and where not to, and the proper way to lube a camshaft, lifters, and cam lobes before the engine goes together. The cylinder head side of the build runs long and gets pushed to next week, so consider this Part 1 of a two-part deep look at what it actually takes to build a diesel engine the right way.Subscribe on YouTube to catch Part 2 the moment it drops, and if you are listening on Spotify or Apple Podcasts, follow the show so you never miss an episode.Everything the guys talked about in this episode, rings, bearings, assembly products, all of it is the kind of stuff you can find at PowerDriven.com. If you are building an engine, start there.Shop Power Driven Diesel: https://www.powerdriven.com0:00 Intro and Mars UCC engine build overview1:18 Oil galley plugs and why they cannot be overlooked2:30 Cleaning oil passages and cylinder bores4:13 Main bearing installation and oil hole alignment5:03 Measuring journals and bearing clearances7:07 Cylinder wall prep and final cleaning order10:00 Total Seal break-in compound and cylinder wall verification10:35 Measuring rod journals, main journals, and bearings12:30 Bearing clearance specs for street vs race applications13:24 Why race clearances and thick oil do not work on a street truck18:33 Rod cap and rod matching on Cummins and aftermarket rods29:52 Piston ring clearance and piston wall clearance31:42 Ring gap setup and second ring sizing33:34 Ring orientation during installation40:37 Total Seal gapless second ring discussion and high HP concerns42:06 Loctite, fasteners, and oil galley plug sealing49:15 Assembly grease selection and application52:25 Camshaft and lifter lubrication53:45 Episode wrap and Part 2 preview | 54m 18s | ||||||
| 4/21/26 | The Truth About Diesel Pistons: Cast vs Forged, Bowl Design, and What to Run in Your Build | Pistons are one of those parts everybody installs but not everybody actually understands. Todd, Will, and Myer break down piston design from top to bottom, and if you have ever wondered why there are so many options or which one belongs in your build, this is the episode you need.They start with piston bowl design and why it matters more than most guys think. Narrow bowl versus wide bowl, reentrant versus non-reentrant, and how each design affects the way fuel and air mix inside a diesel cylinder. Because diesels fire fuel directly into that bowl at the very end of the compression stroke, bowl geometry has a direct impact on combustion quality, smoke, and power output in a way gasoline engines never have to deal with. Swirl numbers get covered too, and why that circular mixing motion plays a bigger role in emissions and haze than it does in outright peak power.The conversation moves through piston options platform by platform. Common rail, 24 valve, VP44, and 12 valve all get their own breakdown. The guys talk about why they almost always steer people toward a narrow bowl for over-the-road use, but also when a wide bowl makes sense, like sled pulling and nitrous-limited classes where you are chasing every last horsepower.Cast versus forged is a big chunk of this episode and the guys do not sugarcoat it. Forged pistons are stronger and handle RPM abuse better, but the increased wall clearance required, the wear characteristics, and the oil ring differences make them a poor choice for anything that sees regular street miles. They even mention their factory 6.7 cast pistons surviving a truck that averages 2200 horsepower down the track, and what that says about how capable a properly built cast piston really is.The 12 valve guys get their section too. Stock pistons, the early first gen wider bowl swap, and why the shop has largely moved away from recommending low compression pistons now that six seven blocks are the go-to platform for high-output Cummins builds.Piston coatings and cylinder honing round out the episode. The guys cover their coating experiments on Myer's race truck, what coatings can and cannot protect against, and why proper piston wall clearance is still the thing that determines whether any of it survives.Subscribe on YouTube and follow the Power Driven Podcast on Spotify or Apple Podcasts so you do not miss episodes like this one.Everything from pistons to full build components for your diesel is available at PowerDriven.com. If anything from this episode sparks a build question, the team there can point you in the right direction.Shop Power Driven Diesel: https://www.powerdriven.com | 46m 27s | ||||||
| 4/14/26 | How a Simple Engine Ran 4.99 in Pro Street Diesel | Myer's drag truck just ran a 4.99 in the eighth mile, and the engine making it happen is almost offensively simple. On this episode of the Power Driven Podcast, Todd, Will, and Myer break down what it took to get there and why the technology available to diesel builders right now is changing what is possible at every level of the sport.The guys dig into what that number actually means in context, where the money goes in a build like this, and why high level diesel performance is more attainable today than it has ever been. The conversation covers everything from drivetrain decisions to turbo costs to cylinder head development, all through the lens of what it took to put a tow truck in the fours.Pro Street diesel is growing fast and the boys make a strong case that now is the time to get in. Multiple trucks are running deep fives and dipping into the fours, the parts are better, and the price to compete has come way down compared to even a few years ago.Everything the guys talk about in this episode is available at PowerDriven.com. Links below.Shop Power Driven Diesel: https://www.powerdriven.com | 55m 27s | ||||||
| 4/7/26 | Why Your Diesel Tows Like Garbage (And How To Fix It) | Every diesel guy has been there. The truck feels great empty, pulls hard, and you love it right up until you hook a trailer to it. Todd, Will, and Myer dig into exactly why that happens and what you can actually do about it.The conversation starts with a real story about building a 12 valve for power without thinking about what it would have to do. Big pump, big single turbo, five speed, and a trailer to tow. The result was exactly what you would expect from a setup built for the strip and not the highway. It towed, but it was miserable, and that experience sets up everything else in the episode.From there the guys get into tuning strategy for trucks that need to work. Pedal mapping and throttle input are a bigger deal than most people think, especially when your transmission is mechanically activated and does not know your engine is making twice the power it was designed around. If your transmission thinks you are at light throttle while your engine is at full pull, you are going to have a bad time. Getting the tune and the transmission working together is step one.Turbo selection comes up as one of the biggest places guys go wrong when building a tow truck. Oversized turbos that are great for making peak power numbers are often terrible for towing because they surge, they come on hard, and they kill drive manners under load. Compressor wheel clearances also factor into efficiency and reliability in ways most people do not think about. The right turbo for towing is not the biggest one you can bolt on.Fuel system choices matter too. Massive injectors and multi-pump setups introduce complexity and reliability concerns that become a real problem when you are stranded on the side of the road a long way from home. For a dedicated tow truck, simple and reliable beats flashy every time. Carrying spare parts because you know your setup is likely to break is not a strategy.Tires are another thing that can quietly kill your tow truck. Load ratings, tire size, and how they affect your effective gear ratio all play into how your truck behaves under a load. Going up in tire size without accounting for everything downstream can smoke a transmission and make towing miserable regardless of what else you have done to the truck.The core takeaway is something the guys come back to repeatedly. You have to decide what your truck actually is before you build it. A dedicated tow truck and a street truck that occasionally tows are two completely different builds. You can have a modified truck that tows great, but the parts and strategy have to match the application.If you are building a diesel and towing is part of the plan, this episode is worth your time. Subscribe on YouTube and follow the Power Driven Podcast on Spotify, Apple Podcasts, or wherever you listen.Everything discussed in this episode is available at PowerDriven.com. If you are building a tow truck or a street truck that needs to work, the team can point you toward the right parts for your application.Shop Power Driven Diesel: https://www.powerdriven.com | 57m 28s | ||||||
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Chart history for Power Driven Podcast
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6 placements across 5 markets.
Chart Positions
6 placements across 5 markets.