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Term
big power
“Big power” just means the engine is making a lot more output than normal. The host is saying Cody Hawk’s setup was built to produce a lot more than stock.
Car
Duramax
Duramax is a type of diesel engine made by General Motors. The host is saying Cody Hawk showed up with a truck running that diesel engine to compete.
Term
built block
A built block means the engine internals are upgraded to survive more stress and make more power. It’s a common way racers describe an engine that’s been strengthened for performance.
Concept
Ultimate Callout Challenge
Ultimate Callout Challenge is a diesel-truck event in Indianapolis. It’s not just one race—there are multiple parts over several days, and drivers earn points based on results.
Place
Indianapolis
Indianapolis is the host city for the Ultimate Callout Challenge each year. In motorsports, it’s a major hub for racing events and diesel-truck competitions.
Term
diesel trucks
Diesel trucks are trucks with diesel engines. Diesel engines make a lot of twisting force, and in competitions they’re often tuned to be much stronger.
Concept
drag racing
Drag racing is racing in a straight line to see which vehicle gets up to speed faster. The results are usually based on how quickly they cover the track and how fast they’re going at the end.
Term
subframe
A subframe is a strong metal frame inside the car that supports key parts like suspension. Swapping a subframe is a big job, but it can be used to change the car’s setup fast.
Term
Heims
Heims are joint hardware used on performance builds. They’re strong, allow movement in multiple directions, and are often used to make adjustable linkages.
Term
drag strip
A drag strip is a straight track built for racing in a straight line. Cars run down it to see how fast they can go, and here it’s part of how they score points.
Term
horsepower
Horsepower is a number that tells you how much power the engine can produce. Higher horsepower usually means the vehicle can accelerate harder, and here it’s used for scoring.
Term
stanced out
“Stanced out” means the truck is set up to look extra low and aggressive. It usually comes from lowering the suspension and fitting the wheels/tires so they sit just right for the look.
Term
wheel spacers
Wheel spacers are parts that sit between your wheel and the car’s hub to push the wheel farther out. People use them to fit wheels/tires better or change stance, but they should be installed correctly for safety.
Term
sled pullers
Sled pullers are race trucks/tractors that compete by dragging a heavy sled. Instead of racing down a track for speed, they try to pull the sled as far as possible or under a heavy load.
Term
P pump
A “P pump” is a type of diesel fuel-injection pump. It’s the part that controls how much fuel the engine gets, and different pump designs can change how easily a diesel can be tuned for big power.
Term
common rails
“Common rail” is a modern diesel fuel system where fuel is kept under high pressure in a shared rail. The engine then uses electronics to send that fuel to the injectors, which can make tuning for power different than older systems.
Term
shift spike
A “shift spike” is what people call the sudden jump you can see when a vehicle changes gears. It can show up as a quick spike in RPM or how hard the truck feels right as the shift happens.
Term
tire system
Your tire system is basically the tires and how they’re set up to grip the road. If the tires are “blowing up,” it means they’re failing—often from heat, pressure, or traction forces.
Term
dino
A “dino” is a testing machine that measures how much power an engine makes. It lets you test the same car/engine under controlled conditions so you can see what changes actually help.
Term
OEM
OEM means “factory original” parts made for the vehicle. They’re saying the replacement pistons weren’t as good as the ones that came from the manufacturer.
Term
scattering
“Scattering” here means the engine failed badly and internal parts got destroyed. It’s the kind of failure you’d see after something went wrong with the build or tuning.
Term
factory wet block
It’s an engine design where coolant flows right around the cylinder liners. “Factory wet block” means they’re starting with the original, stock-style block instead of a more custom one.
Term
cast factory style piston
A cast piston is made by pouring metal into a mold. It’s usually not as strong as a forged piston, so it can be a weak point when you push the engine hard.
Term
tuning strategy
A tuning strategy is the planned approach to calibrating the engine’s control systems (fueling, ignition timing, boost, and more) to achieve target power while staying within safe mechanical limits. Here, the host ties it to avoiding block cracking and keeping pistons alive across the RPM range.
Term
RPM range
The RPM range is the span of engine speeds where the tune is expected to work safely and effectively. High-power engines can behave differently at different RPMs, so tuners often target specific ranges to prevent knock, overheating, or mechanical failure.
Term
forge pistons
Forged pistons are made by shaping metal under high pressure, which typically produces stronger, more durable pistons than cast versions. In boosted/high-horsepower builds, forged pistons help resist cracking or deformation under high cylinder pressure.
Term
deck plate
In engine-building talk, a “deck plate” usually refers to a structural component used to support or reinforce the engine’s top end (often related to cylinder head/block sealing and stability under high boost). It’s part of the “strong hardware” the host contrasts with weaker stock components.
Term
rev this thing out
To "rev it out" means to spin the engine faster and higher in RPM before shifting. That can help power, but it also puts more stress on engine parts.
Term
cast piston
A cast piston is an engine piston made by pouring metal into a mold. Different piston types can handle heat and stress differently, which matters when you’re pushing the engine hard on a drag strip.
Term
diamond piston
"Diamond piston" is a brand of performance pistons. Here, they’re talking about using that piston to survive higher RPM and still make the car fast on the drag strip.
Term
power band
The "power band" is the part of the RPM range where the engine feels strongest. Shifting to keep the engine in that zone helps the car keep pulling hard.
Topic
longevity game
They’re describing this as a "longevity game," meaning they wanted the car to last through the event. So they chose a safer RPM/shift plan instead of pushing it to the absolute limit every time.
Term
clutch
A clutch is what lets the engine power get transferred to the transmission. If you’re racing hard, the clutch can wear out or overheat, so the strategy has to protect it.
Term
valve float
Valve float is when the engine revs so high that the springs can’t control the valves anymore. The engine can lose power and, in worst cases, the valves can get damaged.
Term
valve spring
Valve springs are parts that help control the engine’s valves. At high RPM they have to keep everything moving correctly—if they can’t, the engine can start to misbehave or get damaged.
Term
valve trim
“Valve trim” sounds like a tuning tweak for how the valves are set up to open and close. They’re saying their valve settings were probably safe up to about 7,000 RPM.
Term
forged piston
A forged piston is a stronger piston made by pressing metal into shape. When an engine is tuned for more power, the extra stress can break weaker pistons, so forged ones are often used.
Term
stock pistons
“Stock pistons” are the factory-produced pistons that come in the engine from the manufacturer. In tuning, comparing stock pistons to forged or upgraded pistons helps determine how much cylinder pressure and RPM the engine can safely handle.
Term
stock valve
“Stock valve” means the factory valve size and design rather than a larger aftermarket valve. The speaker argues they can make strong power and airflow even with stock-sized valves, which affects how much they need to upgrade the valve train.
Term
airflow
In engine tuning, “airflow” refers to how much air the engine can move into the cylinders. More effective airflow (through intake/exhaust and valve sizing) generally supports higher power potential, especially when paired with the right fuel and ignition calibration.
Term
waggler engine
“Waggler engine” appears to be a nickname for a specific engine build or setup used by the group, rather than a widely standardized technical term. The context suggests it’s an engine they had previously built and then refreshed.
Term
honing strategy
Honing is like precision sanding inside an engine cylinder. A “honing strategy” means they choose the exact method so the cylinder surface is just right for the engine parts that will run inside it.
Term
sleeve press
A “sleeve press” is the tool/process used to put a cylinder liner into an engine block. Pressing it in correctly helps it seal well and stay stable over time.
Term
35 spline input shaft
The input shaft is a drivetrain part that transfers power from the engine into the transmission. “35 spline” means the shaft has a specific tooth pattern that locks it to the matching part, and in this case it broke under the testing loads.
Concept
Vegas testing
“Vegas testing” sounds like a specific test session the team did previously, likely in Las Vegas. They’re saying the part had already been tested on a few runs before it broke.
Term
diesel scene
“Diesel scene” just means the group of people who are into diesel engines. They often modify them to make more power than the factory setup.
Term
seat belts
Seat belts are what keep you from flying forward in a crash. In racing, people sometimes change the mounting hardware to save weight, but it has to stay safe and legal.
Term
spot welds
Spot welds are small, localized welds used to join sheet metal panels. For weight-reduction or fabrication, removing spot-welded sections can allow parts to be taken off cleanly, but it may require rework or reinforcement afterward.
Term
pulling the trans
“Pulling the trans” means removing the transmission from the vehicle to inspect or repair internal damage. After an input-shaft failure, the transmission often has to come out so the broken parts can be replaced and the driveline checked.
Term
sensors
“Sensors” here refers to instrumentation used to monitor transmission behavior and other drivetrain signals. The speaker says they had “a good amount of data” from sensors, which they used to infer the likely internal failure before the transmission was removed.
Term
input shaft snapped
The input shaft is a key spinning part inside the transmission that connects to the engine. If it “snapped,” it broke, so the transmission can’t transfer power anymore. That kind of failure usually happens fast and can cause other parts to get damaged.
Term
test and tune window
A “test and tune window” is a block of time where you try the car/truck, check how it’s behaving, and make adjustments to get it working right. Here, they’re saying they had a few hours to test and dial things in after fixing the transmission.
Term
ECMs
An ECM is the engine’s computer. It decides things like how much fuel to inject and when to spark, so changing it can change how the car runs—especially when you’re trying to launch hard.
Term
Bosch
Bosch is a company that makes automotive electronics. Here, it sounds like they swapped to a different engine computer so the car would respond differently during the race.
Term
boost
Boost is extra pressure that forces more air into the engine. More air usually means more power, so changing boost changes how hard the car accelerates.
Term
popping and sputtering
That phrase describes the engine running rough—like it’s not burning the fuel cleanly. When it happens, the car can hesitate or stumble when you launch.
Term
timing
“Timing” is when the engine lights the air-fuel mixture. If it’s set too early or too late—especially when using nitrous—the fuel may not burn correctly, which can cause popping or rough running.
Term
injection vent
This is about when the engine’s injection system actually releases the injected gas/fuel. If it doesn’t happen soon enough for the engine’s current conditions, the mixture can fail to burn properly and you can get popping.
Term
induction hardened head
Induction hardening is a way of making the cylinder head’s surface tougher. It helps the valve contact area wear less, which matters when the engine is pushed hard.
Term
valve seating area
The valve seating area is where the valve seals against the head to keep combustion gases from leaking. If it’s set up right, it can wear in to a better sealing fit over time.
Term
work hardens
Work hardening means the surface gets tougher after it’s been rubbed and loaded repeatedly. For valve seats, that can help them last longer when the engine is driven hard.
Term
seat flows more
This is about how easily air (or exhaust) can move past the valve. A certain seat shape can let more flow through, but it has to be durable enough for the engine’s output.
Term
race gas engine
A race gas engine is an engine tuned to use racing fuel. The speaker is comparing how valve seats are sized for racing versus other high-power setups.
Term
toe width
Toe width is about whether your tires point slightly toward each other or slightly away from each other. That small angle can change how the car turns and how quickly the tires wear.
Term
nitrous changes
Nitrous is a power-boost system. “Nitrous changes” means they adjusted how the boost is used—like how much and when—so the car accelerates harder without losing traction or stressing the engine.
Term
lean spot
A “lean spot” means the engine had too much air compared to fuel for a brief moment. That can make the car stumble or feel weak, and it can be hard on the engine if it happens badly.
Term
mile an hour
“Mile an hour” is the car’s top speed at the end of the drag run. Higher trap speed usually means the car made more power and used it effectively.
Term
499
“499” is drag-racing shorthand for an elapsed time just under five seconds in the quarter-mile. It means the run was extremely fast.
Term
60 foot
In drag racing, “60-foot” is how fast the car gets to 60 feet from the start. It matters because the first part of the run is where traction and launch control make the biggest difference.
Term
153 miles an hour
“153 miles an hour” is how fast the car was at the end of the run. It’s a big number, but the host is saying the start and acceleration still mattered more for what happened overall.
Term
dog out of the hole
“Out of the hole” means right when the car launches off the start. “Dog out of the hole” means it didn’t get going well at the beginning.
Term
map
A “map” is the computer’s settings for how the car should run—like how much fuel and power to make. If it switches to a different setting at the wrong time, the car can feel slower or inconsistent.
Term
505
“505” is a quick way to say someone ran about 5.05 seconds in the race. It’s basically a time number used to compare who’s faster.
Term
five 14
“Five 14” is a time—about 5.14 seconds—used in drag racing to show how fast the run was. It’s the kind of number racers compare to see who’s ahead.
Term
launch
The launch is how the car gets moving right at the start. If the launch is bad, the tires can spin instead of accelerating hard.
Term
PSI
PSI is a way to measure pressure. Here it’s used to say how much boost pressure the turbo is making.
Term
instant 360 camera
An instant 360 camera is a 360-degree action camera setup used to capture the driver’s perspective and surrounding area during a run. In racing, that footage helps analyze what the car did at launch and during the run (e.g., throttle behavior, wheel movement, and staging/launch technique).
Term
limiter
A limiter is a safety setting in the car’s computer that prevents the engine from going past a safe limit (like too high RPM). When you’re “on the limiter,” the car is basically holding you back to protect the engine.
Term
auto shift
Auto shift means the car changes gears for you automatically. It’s often used to make runs more consistent when you’re testing or tuning.
Term
got lean
“Lean” means the engine has more air than fuel for the amount of boost/load. That can be risky because it can run hotter and potentially cause damage if it happens too early or too much.
Term
AFR sensor
An AFR sensor tells you how much fuel is being used compared to air. If the mixture is “lean,” there’s relatively too little fuel; if it’s “rich,” there’s relatively too much fuel.
Term
turbo spooled
When the turbo is “spooled,” it’s spinning fast enough to start making boost. Before it’s spooled, the engine may need different fueling to get the turbo up to speed.
Concept
pro street drag race file
A “pro street drag race file” is a saved computer tune meant for drag racing. It’s designed to help the car launch and accelerate, but if it doesn’t match your setup, it can cause problems like running lean early.
Term
air quantity
“Air quantity” is how much air the engine is pulling in. The ECU uses that to decide how much fuel to add; if it doesn’t add enough fuel for the air, the engine runs lean.
Term
fuel quantity
“Fuel quantity” means how much fuel the engine computer is telling the engine to inject. If the tune limits that too early, the engine can run lean and respond slower.
Term
spool in
“Spool in” means how fast the turbo builds boost after you hit the gas. If the tune cuts fuel too much during that moment, the car can feel like it’s slow to get going.
Term
30%
The “30%” is a tuning change—basically the ECU was told to add or subtract a big chunk of fuel. Big percentage changes can make the car run too lean and feel delayed when you launch.
Term
time slip
A time slip is the paper/printout the track gives you after your run. It shows how fast you went and split times like the first 60 feet.
Term
parachute
A parachute is a drag-race safety device that helps slow the car down at the end of the run. It’s used when the car is going too fast for brakes alone to be enough.
Concept
rule change
A rule change in racing can alter what setups are allowed (or how they’re interpreted), which can force teams to adjust tuning, parts choices, or strategy. Even if the change is small, it can affect competitive performance because drag cars are highly optimized for specific constraints.
Car
Toyota A90
The Toyota Supra is a sports car made for fast driving. It’s sometimes talked about in terms of engine problems, especially involving the cylinder head and valves. That matters because it can affect how reliable the car is and how expensive repairs might be.
Term
overdrive
Overdrive is a higher gear in the transmission that lets the engine run at lower RPM for the same speed. If it’s having problems, the car may not shift or stay in that gear correctly.
Term
valve when they originally built that engine
They’re talking about whether the engine was built with the right valve parts for the kind of high-RPM use they’re aiming for. If it wasn’t, the engine can struggle to perform as intended.
Term
7,000 RPM
RPM is how fast the engine spins. At around 7,000 RPM, the engine has to control the valves very precisely, and the wrong parts or setup can limit how safely it can run.
Term
valvetrain
The valvetrain is the set of parts that control the engine’s valves. If it’s not set up for high RPM, the valves may not follow the cam timing properly.
Term
7 millimeter stems
The valve stem is the part of the valve that the spring works against. The stem size matters because it changes how the valve and spring assembly behaves at high engine speeds.
Term
8 or a 5 sixteenths valve
They’re talking about using bigger valves for high-RPM driving. Bigger valves can help the engine breathe better at speed, but the rest of the valve setup has to be built to match.
Concept
running order
Running order is just the order of who goes first, second, third, etc. In racing, that order can matter because conditions and timing can change as the event goes on.
Term
relief valve
A relief valve is a safety device that opens if pressure gets dangerously high. When it opens, it can change how the car is running because the system has to relieve that pressure.
Concept
year of carnage
“Year of carnage” is slang for a season where lots of cars broke or failed. The idea is that it wasn’t just about driving—cars were getting wrecked by problems.
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Hey, everybody. Welcome back to the Powered Room podcast.
We just returned from the Ultimate College Challenge 2026.
Voice is still a little hoarse from all the yelling and celebration
and talking to countless people.
These guys just got off the road,
so they look like drug addicts that are coming off of a high,
but they are just sleep deprived.
That's what I'm putting that, but yeah, like I rolled in town less than an hour ago.
It's called the Horse Power of Drolls.
Horse power throw.
Yeah, it's terrible.
I didn't have any of that. I said cruise control at eight.
I wish I could say the same.
It was going to eat.
That little Zell bumper pole.
They didn't say it a chance.
Sort of a, so Todd's not even here with us.
So it's just us three.
We got Champ on here.
We got 2025 Champ on this side.
So we got the mastermind.
We're surrounded all.
But we're going to go over UCC kind of the strategy,
the things that worked, the shortcomings,
kind of give you a little recap, you know,
and if you're thinking of going to compete in ultimate college challenge or
doing a major event, maybe you can learn a thing or two from this.
If not, we hope you're enjoyed.
I mean it like obviously the, there's no, there's no like a,
let's take a spoiler alert.
We won, which is pretty cool.
I did not, I did not expect that at all.
I mean, I expected, I really wanted to do pretty well.
I had goals, but I mean, there are so many big hitters
that showed up that they could, I mean, in my brain, they could easily,
I mean, they had way more testing, way more parts.
I mean, I mean, like I knew Cody Hawk had made big power and he's,
you know, kind of tied into that, um, DHD crew,
which has done really well in the past.
So if the guys don't know, Cody Hawk brought a Duramax to compete.
So there's Ford's Chevy's, you know, and Cummins all there competing.
You look at his fab work, you look at everything, the build that he did.
I'm like, dude, this, this thing's awesome.
Like it could definitely be a huge contender.
Um, Kenny Brunner, he's won in the past.
Ziegler went, he's won the two years he competed.
He won.
So I didn't Kenny make shirts.
I said something like history, repeat itself.
He, he did, and it did repeat itself.
He did make basically the same as he did in 2024, just a little bit better.
So good for him.
Um, um, but yeah, Ziegler, he has a built block.
Like, yeah, it was shiny.
Like I went and looked at it.
It was before it, before that thing is wicked fast.
Yeah.
Before he's coming up on the record pretty hard.
And at the event, I mean, first day out, like first, the test in tune day, he
ran a four 95 letting out halfway 127, 490 something at one.
I was like, mother effort.
And I was like, I mean, I knew with him coming, like, I wasn't going to win
the drag race, but I was like, if I can keep that gap as close, as small as
possible, I have a best of chance of, you know, bring coming around him, um, and
points and other events.
But so for quick little recap, people that don't know ultimate call it
challenge happens in Indianapolis every year.
It's a triathlon for diesel trucks.
You're familiar with it.
You've been in what two or three?
I've done it.
I've done it four times, four times and the qualifier twice before that.
So six, I've competed six times.
You've been there out there six times, but essentially gives a quick run down.
What, what is it day one, day two, day three?
Yep.
So day one, you are doing drag racing.
So, uh, usually they have had slots available and you could go make your
pass this year.
It was a little different.
They changed time slots.
You go to runs.
So it's no reaction time or anything like that.
It's just, you go up there and as soon as you leave, you record that time.
Um, and this year it was a little different.
They only gave you guys two opportunities to make passes.
They felt like it was more of an equalizer because on the diner, they
only get 30 minutes.
The sled pole, you only get one attempt, maybe two.
If you let off at 75 feet.
Um, so then I got two shots and then Saturday you do the super flow dino
portion of the competition strapped down and have Cody sit with you.
And then this is a roller dino where your tires have to be on there.
Yes.
Yeah.
That's not, I mean, if you've heard about the UCC dino, it's a super flow.
8.9 run by Cody.
Like that is the dino.
That's the dino.
That's limited to 30% load.
Yep.
Most most trucks, you're not so score about 200 miles per hour.
Yeah.
So he actually, because 16, I believe.
So actually because of the stuff we did here in Utah, Cody kind of like
came up with a new rule of like cap it at 210 guys.
Like we can't go over that.
Apparently super flow doesn't like that roller has been in that fast.
So.
And then once you complete your segment of the dino portion, uh, you basically
have until the next morning to transition to your sled pole setup.
So for some people like Meyer, it's jacking a whole truck up and rolling a
complete subframe underneath it.
And for other people like myself last year, it's a lot of Amazon wheel spacers
and some, you know, bars with Heims on it.
So, you know, there's different flavors.
There's different levels to the sled pole.
I feel like, um, yeah, that's, that's it.
And then at the end of the three days, you get combined scores.
So a perfect score is 4.85 on the drag strip, 3000 horsepower and a three
295, sorry, 295 foot pole.
And if you overachieve any of those numbers, the points don't stop.
So you can get like, for instance, Myers, uh, dino hit was worth 1206 points.
Um, so you can go above that.
Yeah.
And I mean, that's something that you're talking about the point system on their
website.
I don't, I didn't see it on that blurb anymore.
So I think they removed it, but it did say that no one has ever done a 3000
score has no one has ever done a perfect score up until this year.
Kenny Brunner was technically the points champion at 20.
So was it 28, 74 or something like that?
Like upwards 28 hundreds.
And that's, I mean, that's a solid number.
He ran a 529.
He made 2800 horsepower and he pulled the sled.
I want to say like, cause three 18, no three 17, because you added a foot this year.
Yeah.
Yep.
And so, I mean, that's, I mean, that's very respectable.
You gotta remember these aren't, this is a truck that you're doing every, like
three days, three different events.
And that transformation is actually like, I guess, I don't know why I didn't
like think about it that much, but like after the event, I'm like looking at the
pictures of like, dude, that's, that's a picture of my truck, getting after it in
the drag race.
And then here's a picture of it, freaking stanced out on these ridiculous
axles with a trust for like just knowing that that is the exact same truck doing
all this different stuff.
It's like, it's really cool.
And I mean, it's a, it's a fan.
I would say it's a fan favorite because like they have to, like the, and people
can go into the pits and watch these people bolted up their wheel spacers or
whatever it is, and they can watch that transformation happen.
We're going to do a video kind of showing just like all the whole, the whole event,
but it's like, it's so cool.
You had quite the crowd on, on Saturday afternoon.
Like we had the fluid damper turn out.
That was what the chastity was under.
And as soon as that moved out, we had a crowd under that, uh, campy, cause it was
a hot dude.
It was, it was warm.
This is a pretty rough UCC for weather.
It was hot out there.
It was warm and it was humid.
So basically UCC, like I said, big triathlon, big competition.
It originally was formed because a lot of the West coast trucks were known for
these big dino hits.
And they always say in the mountain because chassis dinos have correction
weather stations on them that are like, Hey, if the air center, you would have
made more power.
So it gives you a corrected number.
And all the flat lander people, you know, basically every knot in the Rocky
mountains would complain and be like, you guys don't really make the power.
You're saying it's just the, the numbers are all corrected.
And so these people that own this, this organization, this dino decided, Hey,
let's have this ultimate call out challenge where these guys that drag
race have to go against because everybody says, Oh, you're just a dino queen.
Can you actually drag race?
And then the sled pullers are like, well, you, none of you guys are real because
sled pullers are it.
So they're like, I know, let's combine all three.
You guys that are big on the dino, you guys are big on the drag strip and, and
pull put it all together.
And that's how the, the whole thing was formed.
And here we are.
This was the 10 year anniversary.
This has been going on for a while.
Yeah.
And a lot of new shops compete in, it's a way to kind of get their name on the
map.
So people like know who they are.
Power driven back when Todd and I did it, it was like invite only.
We were hitting about 1800 on the dino and we were a P pump and everybody
else said these common rails.
And so they're like, yeah, we need a P pump truck there, which isn't an advantage,
but made you stand out for sure to stand out.
And it was fun.
Um, back when you work for us, you're like, why can't we put a common
rail in this thing and go fast?
Yeah, it's all good.
You guys have gotten P pumps faster for sure.
But yeah, I'll never forget the shift spike video or not shift spike shift.
I guess it, whatever.
I mean, you shifted the 34 on your guys's dino and like the whole
truck like shook around.
That was the, that was the video that made me realize that
automatics could be built for power up until that point.
I thought manuals were the play and autos were just slush boxes that were trash.
And I saw that was like, dude, 34 shifts and 1800 horsepower.
And they went, damn.
And I will say this year, you CC, there was one G 56 truck that tried to compete.
I'm not throwing shade.
Like, yeah, it's a tough event.
I don't know how you do it with like two years.
That's rough.
Cause you know, four or five, I think it was all they were playing with.
Really?
Yeah.
That's tough.
Yeah.
But yeah,
so it tells how your event went.
So, so day one, well, actually let's start.
So the way it worked, the trip out there, any, you have to haul, that's the other
problem because it was, you got to haul all your stuff from Utah to the
Amnian.
So my or California, when you did it, I mean, you had over a day of travel.
Yep.
Yeah.
It was 40, 44 hours each way for me.
But I mean, you basically pack a small shop because, you know, it was like, a
lot of people were talking about the West coast guys lately have been doing
really well and I'm like, we bring so much stuff.
You're prepared for anything.
It's like such a big deal to go over there.
Like, it'd be so stupid to forget something.
Like, Oh yeah.
Um, but yeah, I mean, I would say my journey and doing this started, I mean,
ultimately last year when you competed, I was like, man, you kind of said, you
didn't want to go and you, you told me so for many years that like, if I wanted
to go, like you would take the step back 100% like I don't want to do this anymore.
Like, and you'd love to just pick her with me.
And I was like, man, I think it's something we could do.
And so I kind of planned it, kind of thought around it.
And then kind of made the call around like November that I was just going to
like basically know life this truck and get to be something that I thought was
UCC capable.
I knew that like in the past, we've always like power driven, like we haven't
been good at drag racing.
And so I was expected or hoped that our sled pull or dyno would kind of help
push us into the points and get us, you know, get us in lead or something.
And I didn't want that.
I wanted to be able to be very competitive in every single facet of the competition.
And so that's what we did is we worked on a tube chassis to be able to get our
weight down and be able to get it to hook.
We did that 499 pass in Vegas.
And I felt pretty good about that.
Then we had to figure out a dyno game.
I mean, you kind of, we did a lot of that stuff.
You know, a lot of people don't realize it kept saying you had the full, I've
seen some articles that did the full backing of power driven diesel.
The power driven diesel start seven months ago, working in the shop every night
to build a chassis on jack stands.
I mean, I don't, you guys did a whole power driven.
We did a lot like to help.
I mean, I used the shop space.
I used a lot of tools I used.
I mean, yeah, but there were icon.
Let's be real.
Let's back that.
Now we actually really upgrade.
No, um, I mean, there's a lot of resources.
They weren't Harbor Freight tools.
Oh wait.
I kind of.
Like there's a lot of things of power driven that it helped, but like, I don't know.
Like, you can't do this alone.
And you did a ton of work.
Like every time I came up here over the past six months that you built this truck,
you were working on it.
And there's our, there are benefits to working at a diesel shop.
And I don't think you tried to hide that, but I also think you're being maybe a
little too modest on not, I'm not saying that you have to throw any shade at anybody.
But like, dude, you did that.
Like, yes, you have lays and stuff like that, but like you, you did that.
And I was thoroughly impressed with that.
The dino stuff worked out great.
And the sled pole stuff.
I was a little skeptical.
I was more nervous and you were right.
I give it to you.
And dude, you should be really proud of what you did.
I mean, it's, it's.
It always takes the team, but you did, you did it.
Like you did it.
Sorry.
So lots of work in the shop.
Yeah.
We had to kind of steam.
We got the test pass with Vegas.
And so I felt pretty good about that.
We had to figure out the dino.
Like say last year we figured out a lot of dino stuff.
I'm like, okay, if I can take that same strategy, I really thought a lot about it.
What I want to do, how if I wanted to try to improve on something and ultimately
I came down to is like, I want to make the transmission better because we still
knew that that was a point of problem.
Oh, we wanted to help work on our tire system because our tires were blowing up.
So we want to fix that problem.
But aside from that, I kind of decided to just copy the recipe and kind of go more
of Josh's approach of more manual drive the truck method and not like super automated.
I do think, especially after having done it, there are some definite advantages of it.
But we've, we hit the dino in the last eight months, nine months, whatever it's been.
I've hit the dino with three, the super flow dino with three different engines
before you CC scattered all of them because different things didn't work.
Um,
part of it was on my fault and those things I could have done better.
It's part of it was like a perfect storm.
And so like there was a lot of learning and I like the last event we went to in
St. George, the Southwest truck fest, actually, I think we're on the shirt.
Um, I kind of thought I was really, I was really hopeful.
I was like, yeah, okay, I think I got this recipe figured out and that was kind
of, I would say a perfect storm of issues.
Like the pistons that were in that caspist and wonder were not as good as OEM.
I think OEM would have taken it, but some of the settings and tuning I did also
didn't help.
And so it ended up scattering.
And so I was kind of a blow for me because I'm like, the next time I dino,
it matters.
And I have to make a lot more than the 1900 I did there.
And so, um, we kind of just decided to stick with what Josh has done in the
past and just the same recipe and just trying to make it quick, it a little bit.
So it works for me.
And then the slide pull side of things, um, after, I mean, for you to away from
dino, though, I think part of all that dino testing, you're dino testing with a
factory wet block and a cast factory style piston, which is not known to be
like the most robust thing on earth.
I mean, they're very strong, but that's not what competitors of this are doing.
But I think it gives you an advantage.
If you have a, a weak engine and you can figure out the tuning strategy, the
RPM range and stuff to make it not crack the block and keep the piston alive.
Then when you put those forge pistons and that, that deck plate and all that
really strong hardware in there.
Yeah.
It's ready to make big power reliably.
And you're not worried like people like, are you worried it's going to
blow up when you're making 3,600 horsepower?
Kind of, but at the same time, we think we could get a cast piston motor
like R 3000 or like the RPM.
So this is something I go back to all the time.
Like I just a mental like thing.
I like a concept that I, I, I utilize, I guess is back on the farm.
Um, my dad has on some project.
He's like, Hey, the field needs to be square bailed.
Like I need you to square bail it.
The twine for the square bailer.
I've never used it before was in the root seller.
Cool.
I grabbed the twine.
I go to the retailer.
I find the twine.
I go put in the bailer, start trying to square bail.
And I just, if you've ever operated square bailer, the nodding system is like
the Achilles heel, these things, they just a lot of times suck.
And it's just the, the knots were always breaking.
And I was like, like two out of three bails were, were coming apart and you
have to remote over and it's just, it was a terrible thing.
Rain was coming.
We were in a hurry.
Bow sitting there.
I was trying to figure out why this nodding system didn't work.
And I would, I kind of slowly studied it.
You turn the RPM way down, you really can slow motion, watch that knot.
Anyway, I figured out a couple of places that were sticky couple problems.
And this bailer was always like not always great, but this was like, especially
terrible.
And, but I found out some of the issues of like, there's some sticky rollers and,
and Paul, it's not part was too polished.
Was it grabbing the twine?
Like just did a little dumb things like that.
And then we kind of get it working where it's like nine out of 10 bails are
sticking the knot.
And I'm like, like, that's good enough.
Like just make this thing work.
My dad gets back right before it starts raining.
And he's like, he looks at the bails.
He's like, dude, that's the wrong twine.
He's like, you're using round bail twine, not square bail twine square bail
twine's like twice as thick.
The, once we put that square bail twine in there, it was the best square bailer
we've ever, ever had.
It did never missed a knot.
And we did that.
We got there because we kind of thought this week adversity, we've got it to work
on that.
And once we put the real stuff in there, it was just like awesome.
And so like example of that, like you're saying, like the cast piston wonder,
I've done a good amount on a cast piston wonder.
And I took it out to 5,800 RPM.
So when we're on the drag strip, you know, we're trying to decide, like we're
hitting mile and hours of, we're going 152, 153 miles an hour.
And I knew I wanted to turn it up.
I knew if I fixed my 60 foot and put more power in earlier, it would go even
faster.
We kind of fought a decision of.
Do we rev this thing out in third, or do we finally grab overdrive?
And we kind of made the call of, if I can take a cast, piston wonder to 58, 6,000
on the drag strip, this freaking diamond piston, 64 should be able to do it.
No problem.
And I believe that was the play.
Sure.
Maybe we can bring the engine back down into the power band a little bit more,
it'd be more efficient on doing shifting into overdrive.
But this was a, this was a longevity game.
Like I didn't want to hurt an engine or a clutch or transmission or whatever
is going into overdrive.
Like I felt like it was a safer option to rev it out.
And so we posted some videos on Instagram.
I'm sure you'll see it on YouTube.
Yeah.
We're rewriting that thing out to 6,300, which isn't crazy, but it's more than we'd
gone before, but because of our experience with the lesser engine, I was very
confident it was going to hold.
Um, which played with lighter valve springs before and experienced valve
float on some of those cast piston motors.
And so our valve spring game was, I would say above whale above average, I
don't think anybody's run as much valve spring as you were at that event.
I honestly think our valve trim would've been safe to 7,000.
No problem.
I had, I had like, I had a lot of confidence in that motor and maybe it was
false confidence, but that thing was an absolute legend.
Like it did everything we needed to do.
Like it was, it was awesome.
That's it.
It's really the first time I really had gone anywhere with a, a good, you
know, deck plate billet, like a forged piston and it was an awesome feeling.
Like it's pretty nice, isn't it?
Yeah.
It's freaking great.
Like I turned out, we calculate 2,500 and I was like, should it be able to take
more?
And so we turned it up.
But I think that learning came from a year of playing with stock pistons, lighter
valve springs stock valve.
I mean, that's another reason we don't have as big of valves as some of these
guys because we've been able to get so much power and airflow on a stock sized
valve that we don't need to go as big.
So therefore we don't know, goes heavy on our valve train and therefore we can
go, you know, can go much bigger.
But I mean, it was awesome.
You had your waggler engine that you'd put all his big down, hits through and
you decided to refresh it.
And so we got to take a look in there and see, you know, how things were and it
gave us ideas on how to improve it beyond what waggler had originally done on yours.
And it was like huge advantage when we go to build these, this new version of
deck plate that we can figure out, you know, the honing strategy and the sleeve
press and things like that.
So yeah, I mean, I can't get over just how well the whole weekend went.
Like, I mean, I guess starting off on testing day, that was the worst day.
That was the worst day.
We first passed down the drag strip.
We snapped a 35 spline input shaft.
Oh yeah.
It was the first.
Yeah.
I think it was the first.
It was like super kind of.
I couldn't remember if you backed up or not.
No.
Was that all?
I think that was all your second stuff.
Yeah.
It was all my second stuff.
So we snapped a 35 spline input shaft and that was not in a normal spot.
No, it was a very normal spot.
And that drag that 35 spline had Vegas testing on it, which was three passes and
like three or four dinopoles.
One of them was above 2000.
Like not even close to what a 35 spline should be able to do.
So I think it was like a material issue.
He treat issue, something like that.
But yeah, we snapped it, which that sucks.
But at the same time it snapped in such a great place.
We were used to everything.
The convert, we got the input shaft out of the converter just fine.
Net didn't get hurt.
The pump looked beautiful.
It was amazing.
The bushing looked great.
Like we literally did not change a single thing.
We just swapped input shafts, checked in play and sent it.
Like same trans went in there.
But this is testing the same day before the everything.
So the guys, I mean, that's something I have to really hit on is the crew was awesome.
We had obviously Josh, John, Shrada from Black Tie Race Fab.
We had Shad, who's pickered with us like UCC's, KOS's in the past.
Then we had Dylan Thompson, who is kind of like a core supplier guy from Idaho.
He got into the diesel scene.
He parts out trucks.
He parts out trucks.
Yeah, that's a truck part.
Our part out.
And so he he got into the diesel scene wanted to kind of make more power.
And somehow he was like dealing with me for us buying parts from him.
And he started just asking me questions and kind of, I mean,
turned into friendship forged over.
Whoa.
No, it was a joke about that.
But he stayed, he stayed at Casa de los stones.
I mean, that's kind of he leveled up there.
Yeah, he did.
No, he like, yeah, he even came down for like a week and helped me with the
racetrack for a bit, like just kind of becoming familiar with it, helping.
We, we talk about like taking cheeseburgers off the bottom of the cab
because he was just finding like dual plated places for like the seat belts
and stuff and just like drilling the weld nuts out or weld like where you
spot welds out of it to get the plate to fall off.
Like just like half a pound here, quarter pound there, you know,
so quarter pound, you know, cheeseburger.
And so we just found all these cheeseburgers under the cab trying to
get rid of a little bit more weight, trying to get down to that minimum weight.
Anyway, um, yeah, those are, those are the four guys and then John's wife
came out, my wife came out.
Um, but on, so test day, snap the input shaft.
I mean, I was barely back and the truck was in the air.
We're pulling the trans.
Like I look at the data, like they start pulling it.
I'm like, I can't imagine what it could be.
Park works engine doesn't move.
Like it doesn't move.
I was like, it's got to be a trans.
There's no point to pull the pan.
And before I could really do anything else, the trans was like, the truck was
in the air, parts were flying and I pulled a log and I look at it.
And cause we have a good amount of data on that trans in like sensors and stuff.
And I look at it.
I'm like, like, this doesn't make sense, but I think the 35 spine snapped.
Like looking at the data, that's what it looks like.
And I was like, so before we even had the trans out, I was sourcing the
35 five spine input.
We're pulling the trans.
Sure enough, took it out.
Input shaft snapped.
Cool.
Swap it out, put it back in.
We had like a 54 hour test.
Four hour, four hour test and tune window.
We hit it pretty early, like 120 or something in the morning or one.
Yeah.
And then, and then we had to go back, get something to tow you with.
Yeah.
So then we got it turned around, got it swapped, fixed all that stuff, put it back,
got back in the lane and it was like right before five.
And so we're like, we have one test pass.
I somehow I boofed it.
I don't remember what, oh, it crackled.
It coughed.
It cracked.
So I left the button and it was too much spray.
And so it coughed and so it just like fell on its face.
And so I let out of it, hit the break.
I was able to roll it back up and go again and then take another try.
I figure what happened.
We, which made a nitrous change in the pits, just like my phone.
And then went around again.
And I feel like that some either, I think I boofed that one.
I left the button too soon or I think this is when you weren't realizing
you weren't on the limit.
Yeah.
That was the problem is I wasn't on the limiter.
I could be wrong about that.
But I think what was happening is we were putting nitrous in the hole.
Ultimately, this is what sucked about Drag Race Day is what we were fighting
a bunch of issues that I thought we, we, we swatched, we switched ECMs.
We went from an 849 to a Bosch in the 849.
I was doing some things to get the boost up on the line.
That way the moment you left the button, it was ready to make some power to
really ramp that power in.
The problem was the 840, the Bosch didn't allow me to do those things.
And so I kind of just forsake.
I said, nope, it's not a big deal.
Like it shouldn't make that big a difference.
I was like, we got better air and indie than we race here with.
Like it should be fine.
We get there and it's not, it's not great.
I might both, my boost on the line is way lower.
And I immediately think like, okay.
Guys, some numbers.
So normally you're leaving mid 20 pounds of boost, maybe 14.
I'm leaving at 14 and that with the 849 normally.
Yeah.
And then how much boost like I was like lucky to get 10.
And so I was like, my boost is way lower.
I was like, well, um, I was like, well, like, whatever, I guess I'll just, you know,
as like, it's just gotta be the tuning.
So we tried some tuning stuff, whatever.
And oh, that's what it did is that I bumped the timing down to try to replicate
kind of what I was doing, but then that was like, because of the, because it was
a little bit different than what I could do with the 849, it didn't take it.
It was popping and sputtering really bad and it just coughed off the line.
And I was like, well, it's already after five now.
So I just like putts my way down the track and then pulled off and then I
get him around and there's more people in the staging lanes.
And I'm like, this was supposed to stop at five.
I was like, well, freaking like go get the laptop.
Let's do this again.
So we put another tune into it.
I think that time, um, we put the timing back to the timing back, at least close to
like a safe number because you put the timing too low, especially with nitrous
coming in, like it cools down the burn.
Nitrous cools down the burn.
If the timing is too low, it doesn't give the fuel enough time to burn and it'll
pop because the injection vent didn't happen soon enough for the burn to
actually happen what it was supposed to.
And so, um, so we kind of put the timing like halfway back and I throw more
spray in the hole.
So I was like, well, obviously I can't do a tuning, but I can just spray.
I can spray nitrous in the hole like before I leave to get the boost up
artificially and that can kind of hopefully achieve the same thing.
Problem with that was I'm so used to staging the truck or I'm saying, I'm
not used to how you want to say that I was on the limiter.
I floored it, it came up and then once spray came in, it cleaned up, like
cleaned up all the smoke because nitrous was coming in.
I was not on my limiter yet.
The boost was not high enough yet, but my brain, oh, it cleaned up.
It's got to be on the limiter.
I gave it that half a second, one second off I went and it was just a smokey.
It was a lazy dog because it did not do what I was supposed to do, but it
ran like a five, oh 855 oh eight.
I think, and I was like, so I'm like, well, I mean, we're in the ballpark.
At least we have a five.
Oh, I mean, like it's kind of working.
It's taking power.
We got some data from that pass at that point.
The test and tune was over.
We got our technically four button like let off the buttons and two passes down
the strip.
I was like, well, whatever.
So we went back to the pits.
I forget what we worked on.
We didn't really do much.
No, we worked on the smoke map.
Remember?
So I mean, tuning.
Yeah.
I found it in the transmission.
So the only, the only thing we did that I was aware of is John was very
methodical every time you finished the direct strip pass.
We had to check the convert bolts and to check the damper bolts, which is kind
of like a 12 valve thing.
So I didn't hold it against them.
And then yeah, we, uh, I had to check valve lash for Sir William over here.
Yeah, we got new.
And I, I, no, I respect it.
I respect it.
I'm glad.
I'm glad we did.
Cause I think the head kind of settled down for a little bit.
Will was explaining it to me.
I knew, yeah.
I was pretty tired when he was explaining it to me.
So I'm sure I missed a lot of it, but essentially what will on these new heads
you guys have the valves, like kind of almost break in.
Is that kind of what you described us?
Yeah.
Cause it's an induction hardened head.
And so there's, you know, there's an, a seat that's all perfect.
And then I, uh, I set the, the valve seating area a little bit narrow.
And as it wears, the seat gets wider and it kind of work hardens a little bit and
gets, yeah, but yeah, it's just, just, just moves a little bit at first.
Tell it, um, basically on a race.
So like a highway truck valve, let's say the seat is 70 or 80,000 wide.
Well on a race gas engine, they make the seat 30,000 wide because a 30,000 seat
flows more, because it's just got a tiny little pinch point.
Well, a 30,000 seat won't hold up to, you know, 2000 horsepower on a diesel.
And so you kind of shoot the gap in between and go 40, 50,000 wide on the seat,
knowing it's going to wear in to whatever it needs to hold.
And, but I don't want to start at a toe width because you're giving up flow for,
for nothing, you know, it's just like, so that's kind of where you're playing
that fine line of what, what it wants there.
But in any way, is it, is it wears in a little bit, gets the seat better?
Yeah.
I mean, you guys are doing all your self-tests.
You know, I mean, you, I know you spent a lot of time in the head.
You didn't want the head to be my problem.
So you kind of OCD and making sure everything was good there.
And it was all weekend.
It was great.
Um, but when we came back there, we're like, okay, well, we ran a 508 at that
point, I was feeling pretty confident.
So we got a 508 on the board with a 140, 460 foot.
No, no, that was a 130 something 60 foot.
Um, so I was like, okay, well, I've done 120s in the past.
Like, like I feel good about this.
I was like, there's a good chance we can put a 480 on the board at that point.
I was like, pretty happy.
And so we made some changes to the, um, to just basic when your testing's over.
So now basically, we had all night, just a handle night.
Then you CC starts the next day on Friday.
So this was Thursday and then you see we got two passes.
So I figured what exactly what we changed.
I just kind of made some basic tuning changes, um, nitrous changes,
nitrous ramp changes, whatnot.
Um, I was like, okay, well, I just want to,
I want to put a number on the board, a decent number on the board.
Uh, I didn't want to go crazy.
And then once you, like, I was hoping to put a, a 490 on the board.
I, like truthfully, that's kind of what I was hoping for.
And then I was like, okay, the second pass, we can turn it up and try to go for
crazier, but for now I just want a safe number to put on the board.
And so went to go do it, lined up.
And that's when I got hit by the, then again, I think the nitrous was the
nitrous came in, it looked clean.
I let off the button and it was not even close.
Right. That one I left out, let off the button when there was six pounds of boost.
And it wasn't even, it was a, and remember it had that crazy lean spot.
Yeah.
And so that was another thing, but it's your first pass to UCC five 14 was a
five 14 at 153 53 152 153.
John was really happy with your mile an hour.
Yeah.
He's like, Oh, you guys are putting on some power.
I was like really bummed because I was like, I know that mile an hour.
Like that's good.
Mile an hour.
That's a terrible 60 foot.
And so you've been 499 at 146.
Yeah.
147.
And so I was like 147.
I like, I mean, and John has always preached to me that like mile an hour is the
wrong way to go fast.
Like the right way to go fast is have a good 60 foot.
Like anyone could just throw power at the back end, but it's hard on everything.
So I was kind of like, let's probably beat up by myself a little bit more than I,
I needed to, um, because I'm like, I'm not only was I not as fast as I wanted,
but I did it the wrong way.
And so that was a one 40, four 60 foot at five 14 with one 153 miles an hour.
And that's just cause it was a dog out of the hole.
Just you had no boost because not only when I let off the button, it went to a
different part in the map and it like almost cut nitrous for the first little
bit and then had to build some boost before nitrous came back on.
It was like just a perfect storm of terribleness.
And so it was not great, but it was the second, Oh, third fast.
There's a third fast because poor boys did a 505.
And so you're in third position after your first round with a five 14, which I
mean, I know a lot of people would have been super thrilled and like,
I should have been more happier than I was, but like, I knew what the truck was
capable of. I'd seen it in Vegas.
The track was so terrible in Vegas and we ran really good.
I was like, man, I just need to replicate that.
Like that's what I really wanted.
I wanted that 490 pass, you know, on the first day at time.
So I could really turn it up the second time.
Um, so anyway, we go back and I'm like, you have all day to basically look at
your logs and try to make decisions on what you're going to do.
Cause the first pass was like 10 30 morning and the second one's like six 30,
78 hours to sit there and do on what you're going to do.
And we talked to John a little bit and we kind of decided that like, as much
as we'd love to shoot for the fences, like we need to, we need to make safe
power, but we need to add some power.
Oh, it's good to add some power.
We need to fix the launch, but we can't go.
We should not go crazy because if it doesn't stick, it's not worth it.
And so, um, we kind of made the call to, well, first of all, fix the nitrous.
I was like, I'm going to sit on that limiter as long as it fricking takes.
I don't care.
I'm just going to sit there.
We added a light to the dash that it would turn when I, when I was on the
limiter and boost was above my 12 pounds or whatever I set.
Um, I think it was 13 pounds.
The green light would come on.
I was like, I'm not letting off the stupid button until light turns green.
And that way I'm, I'm guaranteed it.
It's a visual reminder.
Like do not do anything until that light turns green.
Um, and you were looking around on that instant 360 camera.
I was like, dude was, I was like, I was on the limiter and I was like,
okay, like auto shift is on.
The kits are armed.
I was like, did my due diligence?
I was like, well, drives on.
I was like, okay, we're ready.
And then I left the button.
So I was on the limiter checking everything.
Like we're good.
Um, the other thing we found in the data log, I was like looking over everything.
We noticed that it got lean and, um, right, right after you left the button,
it got lean, which that's what normally does.
Like guys that don't know how do you know that it went lean?
So I have an AFR sensor and the way with mine, with my tuning and the way I've
done it in the past, like on my Vegas pass, that was a 4.99.
It's, it's rich at first to get the turbo spooled.
And once it's spooled, it makes boost, nitrous comes on, boosts there.
It goes lean.
And so that's normal.
Well, I realized that it was going lean way sooner than it should have.
And then I looked at the Bosch tuning and I noticed that, um, somehow at some point
that the smoke map, and honestly, I think it was map was like that from when I got
the file, not throwing shade, but listen, no one, no one spools up in that cell
that you were in.
Okay.
Like that's, so that's the problem too is a lot of this stuff, like my
ourselves, we were sharing.
So you started with my pro street drag race file and I leave the line at 3400 RPM.
You leave the line at 2800.
And I kind of wish I had a more unadultered file to start with, but yeah,
what you get, I got what I got.
And it's fine.
Um, it is what it is.
And it's okay.
But either way, we noticed that there are just for a refund on that free file that
you guys, I didn't get it from him.
What?
Not that one.
I had that, the file that I was using came from the manufacturer.
And so that's why I was like slightly whatever, but it is what it is.
Um, anyway, so once we got, um, once I looked at log and realized it was going
lean way too soon, I looked at it closer and I realized there's a smoke map in
the tuning that like kind of says like at this fuel quantity or this air
quantity, allow this much fuel or whatever.
And I realized that someone had at some point selected the cells that you
launch in or spool in and add a 30% and there was a huge 30% drop everywhere
else.
And so what was happening is once we left the button at 2800 RPM, we'd get to
3400 RPM and we'd cut 30% fuel.
And so of course it was delaying the spool up.
Like it was, it was spooling up fast and then cutting fuel and forcing like it
to kind of spool on half fuel or not as much fuel as I'd want to give it.
And so we're like, Oh, well that's also killing our 60 foot.
I'm like, I just, I need this power out of the gate.
Um, and so anyway, um, it's not, it, so we went through, we kind of fixed some of
stuff as okay, we'll fix that problem.
We'll get the air far closer to what we think it should be, um, coming at just
get it to come up.
And then we also added a little bit of spray out the backend because on the
data log, it looked like the, um, the acceleration was dropping off a lot after
like three point five seconds, I think is what we said.
It was like, it was falling off.
I was like, that's the wrong place to add power.
Like you're not really doing much with it, but at this point I've got a good
engine, I'm confident in my trans and I just need to do it once.
I don't care what the number, I don't care if it's the wrong way of doing it.
If I can make a faster number go up on the board, cool.
And so I still felt like it was pretty very safe and it was.
So we went up to the line.
I look, I got on the limiter.
I looked around and made sure everything was ready.
Let off the button and it, it did great.
He's, he's, I'm going to sung it out to 6,300 RPM.
Never grabbed overdrive.
So you're ever wondering like three, 54 gears, whatever size tires those are 30
inch, 155 miles an hour, 6,300 RPM, like no need for overdrive.
Like it worked.
And so that was good.
We put a 490 on the board.
Everyone was super pumped and I'm like, it was your personal best, personal best.
I knew it could do so much more.
I looked at the time slip, but I was a 134 60 foot.
I was like, of course, like my one of my slowest 60 foot ever would be the
times it actually mattered, but we put a time on the board.
Um, and to put a little perspective, Ziggler in the first round, who is a previous
champion ran a 4 67.
I think his first run, 4 65 or think in the first run.
And then a second run, which was in front of me, he ran a 457.
Like that is booking.
That guy has a lot of passes on that setup.
It's working 171 mile an hour.
I mean that, that was showing.
And he had a parachute, which is pretty cool too.
Over 3000.
Yeah.
And over 3000 horse power.
That's something else, which I'm not going to get into the nitty gritty of it,
but there was a rule change that most of us weren't aware of.
It didn't happen a week before the event, but all of us became aware of it.
Most of us became aware of it a week before the event.
And so in my brain, we're like, Oh yeah, we're going to go up against Ziggler,
but at least we'll be the same weight.
You know, and so like he'll outskill me.
Like we're, I'm also, I'm at minimum weight.
He's got to be at minimum weight.
Like he's going to outskill me, whatever.
Well, apparently there's a rule change that dropped that down to like 4,400 pounds to 4,000 pounds.
We voted the fairest thing or people voted someone voted the fairest thing would be to bump it to 4,200.
And so which most of the guys there weighed 4180, like the two people that actually affected,
they both weighed like 4180 or 70 or something like that.
Anyway, so they bumped up a little bit of weight split in the middle, whatever.
So now he's got a much lighter truck, which that's not the difference between a 490 and a 457.
No, but 200 pounds is 200 pounds.
I mean, you out of the driver's seat.
Like, I mean, it is what it is at that point.
But so I was feeling kind of like outgunned in that event anyway.
And then he just wasn't an expectation.
Smackdown on it.
And so it was, it was okay.
Like, I mean, he had a 300 point lead.
He was hoping, well, he told me he's hoping for 150 point lead.
And he only had a hundred and 11, 111 point lead.
And so I, when I was out with the life thing talking to him, I wouldn't say who's nervous,
but he said we didn't get enough lead here where I feel comfortable yet.
Really?
So I didn't know that his goal was 150 point lead after day one.
Well, I'm glad I did that for it.
Like that was cool.
But and also another thing that was cool.
And me and Tim Moore at poor boys, like we were kind of like, I mean, me and Ziegler,
I think Ziegler knew that I was hopefully one of the main competitions that he was worried
about, I hope.
And Tim Moore and I, like we were, we were neck and neck in the drag racing.
So that kind of like, we talked a lot, you know, congratulating each other on each other's
passes, like I said, personal bests at the event.
Cause I ran a 514 and you ran a 508 or 507 or something.
So I went to him, I was like, dude, like that's a freaking like,
he's on a leaf spring.
I was like, why you gotta do me like this, bro?
Like, how are you going to let me be okay with this?
Like, why are you going to let me make me live it?
Live this down?
Like, that's, that's, that's like, that's ridiculous.
That's stupid.
And he told me about some of his problems.
I was like, dude, you got a four second in the back.
And so we kind of like, we, we actually ended up talking like basically throughout the
whole event, just like kind of supporting each other and just kind of like, I don't
say like helping each other, but just good, good, and routing each other on.
And so we went up for the second round and I didn't know this until he told me
afterwards that when I went up, he followed me up and he had zero interest
in actually making a pass until I beat him.
And he's like, F it, put the suit on, shop this, like get set the tires, like we're
going down again.
And so he, I asked for a 90
He's been fighting some cylinder head valve tulip bean problems over the past
couple of years with this selected cylinder head builder.
And so he didn't want to like, he didn't want to lean on it hard because he knew
that, that any more power is definitely in the danger zone on the particular
headings using.
And that's why he told me he didn't want to put it in.
It was awesome because I had zero concern of that.
Like I was so confident in your, in your, the engine and the head you built me.
Like I was like, I was, I mean, my question of how much power could I throw
out the drag strip was how much do I think the track will take?
And so a track average like 2,600 horse, but the final little bit of spray was
coming in at like four seconds.
Like it was, it was the back end of that was a lot of power.
And it was, it felt so fricking good.
It felt amazing, but either way.
So I ran, I went from like, I might, my previous was a five 14.
I ran a 490.
He took his 508 turned into a 501.
So he didn't quite catch us, but he was like so freaking close to a four second
pass. And then I knew another like big competitor was Kenny Brunner.
He was, how does it suck for him?
He was running transmission issues all day.
Relatable.
Yeah.
Like that was last year.
That's why I definitely related to him there.
Yeah.
But he, despite like not having much test time, he still put down like a 523,
which that's a super respectful number.
Overdrive every time he was having overdrive problems.
I walked over there, the overdrive, so we're just not happy.
I almost wanted to tell him, like, dude, just like turn that switch off and
let that thing sing, but he's got different gearing than us.
So, um, it brought me, I mean, out of work.
I did see, he's running a single valve spring.
So I don't think that that, um, cause he had a freedom build engine and they
built good engines, but I don't think that when they originally built that
engine, that's their specced 7,000 RPM.
Valvetrain set up my crap for all of it.
So that's how you still in the seven millimeter stems, which a lot of the,
the big, um, freedom engines, they put eight or a 5 sixteenths valve when
they're doing the big RPM.
So the stem's thicker, but I mean, we're getting off.
Yeah, but I do think it's cool.
Like Chase, like definitely is very honest about the limitations of whatever
product, you know, like, Hey, this is what we plan for.
Don't do that.
So I do give him a lot of credit to for that as well.
But yeah.
So we went in, we came out of Drag Race day with a 490.
Obviously Ziegler was ahead by a hundred and 11 points, 457, which I knew
that was going to happen.
Like we were confident though.
I knew we were good.
Like as long as I could keep the gap, more close.
And this is what I had to like tell myself later.
I was like, I'm over here kind of bummed about a 490 because I knew the truck
would do more.
I think I'm one of four people that actually ran a four second at UCC.
And so it's Levan, Ziegler and Derek.
Like that's a pretty good group of guys to surround yourself as far
as records, like I'm like hot day.
And then there's a Meyer.
We got Levan, Derek, Ziegler.
I think you went faster than Levan though.
Because Levan's was like a 499 or 498.
Well, that was freaking 10 years ago.
It doesn't matter when it happened.
Either way, like I was like, dude, that's pretty cool.
So like that's, that's the, that's the group of people you're
surrounding your record with.
So let's move on to day two.
You're going into Dino day.
You guys have drivers meeting you pick, you get the running order.
So I told, I told Ziegler ahead of time that like I, I would like to go
more first and he's like, I don't know.
He's like, I keep going back and forth.
He wants to go last so he can kind of see what he has to do.
I'm like, cool.
I was like, I told him I wanted to go first because first of all, I got to
swap a side pole set up.
And so I would like to have the guys have as much time as possible to be
able to do that, but also like you went first last time and it was pretty cool
to like set the tone with that.
Um, makes people chase you.
No, what did you do in 2025 for the people that don't know?
31 08.
So you did 31 08.
So everybody else around the day, only person that ever hit 3000 at that
day or yeah, I did it like 10 o'clock in the morning.
Cause the first hit was like 2600 when the relief valve blew open and we
plugged that and away we went.
So you did 31 100 and everybody else had to chase and your year for one reason
or another was the year of carnage.
I saw several blown up engines.
A lot of people like blue and they were trying to, they're trying to chase
basically swing for the fences to get.
And so I was like, I mean, between the knowing I had a swap of side pole
set up or you guys had a swap of side pole set up and knowing like how
that worked for you.
I was like, I kind of want to go first.
I didn't want to go first first cause I wanted a little bit more time to
figure out the dino order.
Like if I had to pick my perfect one, I put a pick third just so I have like
another hour to be able to get everything situated, make sure the tuning is right.
Not rush anything there, but still be soon enough to set the tone and have
enough time afterwards to swap everything.
Um, Zeegler, like I said, he mentioned it also in a live to you.
Um, he told you, I guess like about the whole 3600.
Yeah.
I don't know if you want to say that or.
Yeah.
Yeah.
No, he, I, when I was talking a little bit with Zeegler about, about power
numbers and stuff, he, he had the current UCC record of like 33, 36, 33, 36.
And he said on that they had some converter slip and they now have a bigger
Neal chance converter.
And so he felt like he had more power doing the same tune up he had before.
He has a billet block.
He felt like that can tank.
And he told me he was averaging 3,200 down the track on his 171 mile an hour
pass.
And so he's like, he's comfortable.
He's used to make this power.
If the engine can average that down the track, gosh, it's got to be peak and
you know, 33, 3400 horse very easily.
And so he is guys felt pretty confident.
He can make a big number.
Um, as, as I was going around kind of, kind of talking to people, but the first
big hitter that came up was actually Kenny Brunner.
Yeah.
Which I guess what I was saying is like, he told you like in the live video, he
said that, um, that he's going to put down 3600 horse.
So good luck putting 300 horsepower on that.
Cause that's what it would take to close that 111 point.
Yeah.
So he thought he was going around 30.
Yeah.
And that 111 was, was yeah.
I told you this for your lead.
Oh, I was like, I just, like, which is like, I mean, I think it's cool.
Comrade, like me and him talked a bunch.
Like I don't take that negatively anyway.
I was like, yeah, it's cool.
Like it's a good challenge.
And so, um, anyway, so we go up fifth.
Kenny was the first one, second, third, whatever truck and he was like 30, 90 years.
30, 30, 98.
Okay.
39 days to horse.
So close from 3100.
That's a solid number.
And so, um, he was shooting for 3000.
So he hit his goal.
Um, a couple of guys came up ahead of us and they had, they had, there's a lot of
nitrous issues this year.
A lot of trucks weren't spraying nitrous when they should have and just everything
else.
And so it kind of makes you realize how grateful I am for every time the
structures did everything I was supposed to do whenever it was supposed to do it.
There was not a single, like, whether it was like gremlin issue of like something
that turn on what it's supposed to do or a single me tuning issue.
Cause originally when I went into UCC, I knew I was like, okay, I'm going to,
I'm going to pre write a drag race tune, a sled pill tune and a drag, a dyno tune.
That way I just changed the file and all the basic parameters.
Cause you think like, oh, you just changed fuel quantities and change nitrous,
whatever, and then you're good.
But no, you're changing how the nitrous injected, what it's injected based off
of your changing your gate strategy or you're changing, um, like the, the dyno on
the sled pull, we switched the line lock to a water injection.
And so now the line lock, it thinks it's turning on a line lock at 70 miles an hour,
but it's actually turning on water injection at 70.
So you're changing all these things.
And so like everything did exactly what I was supposed to do.
So like that was, that was huge, but either way we go up and we get up on the dyno.
Do you want to tell the story about before we went up?
You can, or are you going to not steamroll Dylan here?
You can.
Oh, so, oh, I'm steamrolling Dylan.
That's a good point.
So we're loading up the truck and well, hold on.
First, first, we're, we're riding PDD upgraded scooters, right?
You guys, we got four scooters and these things have like no miles on them.
We, I, we, I'm going to preface this a little bit.
Like Dylan, he is, he was awesome all weekend.
And, but I told him ahead of time, I was like, dude, this is a big stakes event.
Like I need to be able to trust that if you do something, you did it right.
And if you don't know how to do anything, you ask how to do it.
Like I don't want any, like, oh, I don't really know, but I want to look dumb.
So I'm just going to do it.
And hopefully it's right.
Like there's so much riding on it.
There's six months of me every night in the shop riding on it.
There's thousands of dollars just to get our crap out there.
And you know, the 10th, the entry, the fuel, the everything, like so much is
riding on everything you guys are doing as pit members.
Like I need to be, I have faith that you're doing it right.
You're not messing anything up.
So he, he, he was, and he was great, but oddly enough, the thing, there's a
couple of weird things he messed up.
And we love you.
Do we, I honestly, like 20 feet into riding the scooter.
We can boost it.
I was like, Oh boy, this weekend's going to be great.
I hear like a scourge and a thump and an owl.
And I look and I was on the phone with my wife.
I was like, I'll call you back.
And there's Dylan on the floor.
And I was like, Dylan, like you have to tell Will that you crashed the scooter.
I was like, cause he will blame myself or Meyer instantly.
Yeah.
So he knows our, our record.
Yeah.
These were brand new scooters.
So Meyer and Josh is the only other people I know that have a rectus.
Here.
I don't know.
I have had on our way to crank on the way to the crank balance.
Anyway, so yeah, we're getting ready and they're loading up the truck and
somehow Dylan, like, I don't know.
You locked the keys.
You locked the keys of my duly in my duly.
And that was what was great.
It's like, that was something I was super terrified of the whole event.
Like leading up to the event is that I was going to do something stupid.
I mean, you get one chance.
Like if I floored it too early, forgot to do something for out lockup, whatever
it is, like there's just so many things as a driver, you could totally mess up
easily and you, this is a lot of these are like high stakes.
You don't, if you mess this up, you don't have a second chance.
Like you blew it up.
And so I was always super nervous.
And so like that was one thing awesome about like you guys as a pit crew is
like, I was so confident in just you guys taking care of everything.
I never like you walked in and asked me, did you say your tires?
And I was like, I don't know.
Oh, that's job all week.
Head face.
That dude was like, oh, is your nitrous on?
I trust them.
I don't know.
Like probably.
And so like you're asking me, I'm like, I have full faith in the guys.
I'm confident if they're sending me down the track, the truck is ready.
And every single time it was.
And so anyway, so I'm like trying to get like think through everything.
And, and it sounds like such a small deal, but he locked the keys in the truck,
which slight issue there.
The truck was full of all the stuff we're taking up to the dyno and it had your
laptop in it, which was how we're going to pull the tune.
And I was just at first I was like, dude, like what the hell, like what are we
going to do?
Like I'm going to have to like, if something doesn't go right, I'll have
to pull both logs of my laptop.
We'll have to like whatever.
And I was like, you know what?
I have faith.
It will happen.
It'll work.
And so you guys started swapping stuff to a different truck and we, I was like,
yeah, we'll just have to pull laptop.
Like the, the we'll pull both logs with the same laptop.
And I said, where's comes the worst?
I take the fifth wheel ball out of the bed of my truck.
I'll break the least expensive window in my truck and I'll get a new window installed.
But no, that honestly, thanks to the Brownsburg police department, they called
the on site tow truck company and Dylan drove my truck up there.
And I mean, disasterverted.
Yeah, I kind of felt bad for like the, we even, oh yeah, you, you were still in
the shoot and I kind of felt bad because.
I'm a little bit about the strategy of that.
The reason we had a support truck, you had extra nitrous bottles and we've had
a lot of issues.
We've had issues where the lines burst or, or, or someone's opening, you just
drain a bottle, we need a bottle.
We've had, we've had lots of tire, tire blown up tires and an impact so that if
we had a hot swap of tire on that 30 minutes to make a moment, Cody says,
you're strapped down, you're ready.
You got 30 minutes.
If you can't complete your run back to your pits, get tires, load stuff, come
back, get it all swapped on.
You're going to lose your 30 minute window.
And so, I mean, it sounds like dumb and kind of like pre Madonna ish, but like
when you're sitting there thinking about all the stuff that has to happen to
Dino, you don't, or even drag racing, sled playing, all that stuff.
You don't want to have to think about, Oh crap.
Now I got to think about how are we going to get these freaking keys out of this
truck?
And so at first I started sweating and I was like, you know what?
No, like this is, they have taken care of everything so far.
Not even worried.
So I went back to thinking about it and sure enough, yeah, you guys had it figured
out.
And so yeah, we drove up there.
Also, that was something that was pretty pimping all weekend is we had, um, we
are like one of the few like a higher level trucks that had a radiator.
And so we were just driving it around all over the place.
It was freaking sweet.
I love it.
Like guys are towing their trucks up there and we were just driving it around,
letting it idle warm up, do whatever.
So you drove up in the dyno, they strapped it down, strapped on the front
half of the roller.
A lot of people don't know that yet.
It's not a secret to people in the dyno circle, but to other people, there's a
lot of people that think you need to strap on the back of the roller.
So the tire climbs it.
Now we recipe for slip burnouts on the dyno and no, no hookup.
And so yeah, like we strap on the roller.
I mean, and I remember being oddly, oddly, like calm, like I was pretty
confident what was just about to happen.
And that was another thing too, is that we didn't have, we didn't have a lot of
CP three in the past.
Like everyone's done it with two 14 mil CP threes and you went to the
elf as in everything and I just had 12 mil and a DDP 12 mil and an extra
14 mil from six years ago.
It's like your old one I bought from you when you went to Virginia.
And that was all, that's an old pump.
But, but to be fair, we were going off of, we were operating off of the five
nine stuff.
So the five nines bleed.
So 5967 injectors, they're interchangeable for most people
in size, not in tuning.
However, the five nines return more.
So if you were pushing 400 milligrams of fuel, a 59 might only get 360 of
that, whereas a 67 they don't bleed much at all.
So I think that's one of the reasons why you got away with the smaller pumps.
So that's, that's some testing I done here on the dyno.
Here is I, I like, you probably saw, I hit like 25, whatever.
And that was full fuel quantity, baby nitrous, because I wanted to make sure
that like, if I use the strategy and like smash the throttle, the pumps were
enough to keep, to get on top of the rail and stay on top of the rail and do it
at that higher PM.
So I really tried to like practice how I was going to play, um, was aside from
like not nearly as much spray, cause I didn't want to go crazy here.
And so, and so then I don't know what kind of numbers you want to share, but
I'm like, that was like something in the back of my brain though,
is like, like, if you talk to anyone about it, like if I talked to you or anyone,
they'd be like, dude, that doesn't sound like enough fuel to me.
And I mean, it didn't sound like enough fuel to me, but like my testing showed
it was enough, but it was always in the back of my brain.
I'm like, maybe my injector flow map wasn't quite right.
And so I think I'm putting this amount of fuel in it, but I'm not like, I was
just like, that was kind of something else.
Like, man, I think I hope I'm right.
Cause I don't have my, I don't really have much more.
I did have, I had tune, I had 12 tunes.
The fuel corner I wanted was at in tune 11.
And I know that on our dyno, it was able to support tune 12, which was not
that much more fuel, but a little bit.
And so I was like, great, I'm just going to replicate what I want to do.
So that's a lot of tune 11.
And with the spray, we had the four bottles and everything in there.
And so it's kind of like, oh, there's all these things that could possibly happen.
Um, and I had it very, not fully automated, but I had some safeties in place
that if I had somehow messed up, it shouldn't have blown anything up.
And that whole run, like, and I think I said it before that I've blown up three
caspists and wonders on that super flow previous, trying to test and figure out
how I wanted to control it.
The whole purpose for all that, all those engines we swapped late last year,
trying to hit the dyno again, like we built an engine, put it in in a week.
So I could go on the super flow again the next weekend because I wanted testing
for UCC and none of the three ones I did, none of them gave me a good number.
And all of them didn't work out well for the engine.
There's a lot of people that'd be like, why didn't you test on that?
You have a good musting dyno at the shop here.
The load strategy on the super flow is so different.
That's something actually Ziegler talked about too, is that he kind of blamed part
of his issue of why it had issues on the dyno because the dyno he's used to is
so different than the super flow.
And I tried, I originally, I was like trying to like kind of do a strategy
that would work.
Like I kind of got the strategy from the Mustang that are Mustang dyno and try
to make it work for a super flow.
And as we did it, I was like, you know what, this is, it's just not the right strategy.
I really have to use your super flow strategy and change it to something
that would work more for me and I felt more comfortable with.
And that's, unfortunately, I didn't really have an opportunity to really test it.
Um, and so I was like, just kind of had to have faith, but going up with a
dyno, like I was oddly confident for some reason, like not really sweating it.
Pretty chill, like not like, like heart not thumping or anything.
Like obviously a little nervous, but it wasn't bad.
But we get up to speed, um, have Cody sets, sets the RPM, does this thing,
excuse me, sets the RPM, does this thing, has me bring it up to the window.
He loads me down.
That was an issue last time is that he, I thought he hit the load and the last
engine I blew up, I thought he hit the load, but apparently he hadn't.
And so, um, he hit the load much later.
And so it was, he hit the load and turn on the dyno, like a couple hundred
RPM after it was supposed to be making power.
And so that was one of the reasons why it also didn't make the power
number is supposed to.
And so, um, I sat there at 4,000 or whatever.
And I said, turn it on.
And he said it was on and I waited till it bogged me.
So I knew that thing was on.
And then I pushed through it.
I had some kits automatically come in to help fight it.
And then once we got to, you know, the 5,100 or PM, whatever it was, I
5,000, just punched it and, and punched it and it went and then came off.
And it was cool.
It was like, that was a, that dyno strategy was completely new compared
to anything else I'd done.
I just kind of dreamed it up.
Um, but many people said that as the smoothest dyno pole they had ever seen.
And it worked.
And it was like the smoothest.
It was the number 3620 and it's pretty cool.
I'd look at the Torx.
Somebody's asking me what was the torque.
It was less 3,400 or something like that was 34 something.
So you made peak horsepower after 5,400 RPM is where it made peak.
And so, I mean, if you look at the graph to me, that's a perfect graph.
Like maybe I made a little bit more if I stayed in it longer, but I made
power for a shorter window as I could 3430 and still, um, still
registered on the dyno.
Like I think that was, that was.
And perfect.
And that's part of the strategy.
Um, you guys have found in testing on the dyno and it's something that
Todd always talked about years ago when he's doing his big triple turbo setups
is he's like, if we're blowing the block up at 4,000 foot pounds of torque,
then you can only make 3000 horsepower.
If you do that at 3,800 RPM, cause that's about where 4,000 comes in.
If you can make 4,000 foot pounds of torque at 6,000 RPM, you could make
almost 5,000 horsepower.
And so that sounds, it sounds like really like, Oh, why don't you just do that?
Sounds really easy.
But there's also a flip side of that.
You have to build an engine that can flow and operate up there.
Otherwise your whole head just is backed up.
You don't get on the cam, the head, the valves, all that stuff for you cause
all of these other problems, floating valves, whatever it is.
And when you have that quantity of nitrous going in, things get destructive fast.
So you have to have good parts to be able to support it.
But as long as you do, yeah, making power up higher is, is great.
And so what was cool about the dyno hit is that we took your recipe and we
tried to apply it and it was within, within five horsepower, uncorrected for
what you did in Utah.
So it's like, I had a couple of people say like, Oh, like these dyno smacks,
like they're not repeatable.
Like they're cool number and you can do it a couple of times, but you can't
repeat it.
And I was like, I was after the event, I talked to him and I was like,
not only can you do it three times, but you can build a whole nother truck and
do it again.
I was like, how much more repeatable do you want?
I mean, that's, that's pretty awesome.
It's been five horsepower of his run.
And Josh does still have the record on you.
Right?
Yep.
I just, the, the scary part for everyone now should be is now that we've figured
out the transmission, I shouldn't say we, Mara figured it out.
Is there's a lot more, like a lot, lot more.
And we have the same, same injectors, similar-ish turbo setups,
similar to nitrous setups.
Should have to be wild.
Yeah.
Next, next year.
Like, yeah, everything, like the, and that's something too, is that we always
fought like slipping issues.
And the very last one, we weren't sure if his converter or if it was tire.
And so we did some tire stuff changes.
We did some dual B locks, nitrogen, yep, fresh, fresh driver's tire for you.
Yeah.
And we changed stuff in the transmission.
Like that transmission is, I mean, not trying to, you're still seeing slip in
your transmission, where you're doing your dyno records.
You have no slip.
I have a zero slip.
It was like, I mean, sometimes it's, it's common for the RPM to be slightly
different, but it was within a hundred RPM between the dyno, what the dyno
recorded and what I recorded.
And I saw Cody hit the button a little, a little too soon.
So I think it was just that, like the, based on, cause I have output shafts, I
have, I have all the, the speeds of the transmission in like all the different
shafts and stuff.
Like I can tell you for sure the transmission did not slip.
And I do not think the tire slipped.
Like everything worked and looked great.
And so like we have a great base point to be able to move on from.
And like we have a good foundation.
Now we can start really throwing some power at it.
But I mean, that was the first major hit on the truck and it did exactly what I
was supposed to do.
And I came off the dyno.
I did not think I won the day.
Um, I knew Ziegler was going to, I mean, Ziegler had still left to go.
Like a lot of people still had the left to go and like it, it, they were going to
try to beat it, but I felt like it was, I was excited cause he wasn't going to get
around me on the dyno, like not a lot.
Um, like I was worried if I only made 3000, he makes 3600.
That's a lot of gap to fill.
And I was like, I made 3600.
So he's going to have to work hard to get work for it.
If you want to push him out of his comfort zone.
And so, I mean, like it's a, it's a competition, right?
You, you want to push this intercooler out of the comfort zone for sure.
And so it's like, it's a competition.
Like, I don't like seeing people blow up, but it is a competition.
Like I came there to win and you don't, you don't like, you're the whole
setting, the tone strategy.
You don't set the tone because you want them to make more than they were going to
make you set the tone because you want them to get flustered and do things they
weren't actually comfortable with and possibly cause themselves issues.
And so that, I believe worked for Ziegler.
He, he, I mean, I think that setup is very tested and very, um, it's a solid setup
and it's, it's tested.
I mean, it should have made the power, I believe without really talking to him.
And so this could be wrong.
Um, he pushed it further than he was comfortable with.
And I think that was the stem of the issue and why he blew up his intercooler.
And he ended up making like 1900 horsepower and ultimately not even finishing the
event because the truck was too blown up for it.
And it's such a nice truck.
I mean, that's such a shame, but I mean, that's what setting the tone is for.
What I didn't expect is freaking poor boys out there making 3800 horsepower, 3825,
3825, like that is a, that's a solid freaking number.
And I did not expect that from them.
And so that actually put them back because first, because they were in third
after drag race day and they went past to the UN Ziegler.
Yeah.
They flipped Ziegler and this and now they're in first by like 30 points or
something like that.
And, um, that put me in second.
So it was a really close first and second.
Um, which I mean, I, I went to them.
I was like, dude, con fricking grats on that.
Like, holy crap.
I mean, like the setting of the tone worked to an extent did not work.
The rest of them, they're not, they're not completely go as planned.
And so, I mean, I was still pumped with the number.
I mean, like, how can you be mad at that?
But like they did smack down.
You didn't get first on the dyno.
You got second drag racing, didn't get second, second on the dyno.
Yeah.
Before we leave the dyno, um, we shared a little bit in the life stream.
What was the boost?
What was the drive pressure on that setup?
So fun fact, and this is like the little things that I am kind of proud of thinking
of is, um, I'm using a hall tech to control nitrous.
And I, I told them when I put it together that they're, it's kind of a dumb system
because they only let you map them, map the boost sensor to 145 PSI.
I'm like, this is not enough.
And so, um, they never fixed it.
And I never really made that much boost.
I was always at like the 130s and stuff, but going into this, I was like thinking
about everything that could happen, anything that was wrong.
So a dyno morning, I was like, Oh wait, I was like, I might hit a hundred
45 pounds boost.
I don't know what's going to happen.
And the highest I can set the nitrous, the highest I can set the, so you set the,
the boost window that you're okay with it and spring nitrous in, like there's a
bunch of safeties.
And so I have it say, okay, you can turn on it 40 and I max it out on the top
and like spray until I max it out at 145.
And I realized when I was going through that, that my map sensor is mapped to 145.
And it's the highest number I can put in there is a hundred and 45.
I don't know how the system works, but if I max out the map sensor, there's a
chance it'll cut off the nitrous.
I'm like, that's the last thing I want.
So I went in, remapped the map sensor to the max it could read was 144 to help
prevent that issue.
So I made 144 pounds of boost.
You can take for that for what it is.
I don't know what that means.
The Bosch actually would have data logged the actual boost, but I made 144 pounds
of boost, which probably means it was actually a little bit higher.
And I made 135 pounds of drive.
And that was with two 50 mil gates, screaming wide open and one 45 mil gate
going to the hot pipe.
On a, that was our 480 on the manifold, freaking journal bearing the same
turbo you can buy off the shelf to Grestor 480 that everybody can buy for
1200 bucks on the website.
Same turbo you ran.
Nothing special, not modified.
Yeah, literally box stock.
Like another one off the shelf is a spare that you brought.
You didn't need, but you brought a spare one right off the shelf as a backup.
Yep.
And so then I, um, I also had the atmosphere charger was like a Midwest, um,
110 G 57.
And so that's, that's my setup and it worked great all weekend.
Like, I mean, the whole truck works so great, but I mean, that's just, that's
just the boost scaling thing.
It was like, we're just going through trying to think of every really try to
think of everything that could go wrong and try to, you know, get it, like,
try to prevent that from happening.
And it worked.
So, I mean, did it really change anything?
Probably maybe not, possibly not, but then I should stay it on.
That's all I know.
And so, yeah,
I think it's a solid number.
Um, few of the guys that blew up, I saw, I don't need to go through all of them,
but I don't, I mean, I don't know how many people we actually set the tone for.
And if they would have like done anything differently, but there was a lot of
carnage on that dyno and somebody J.
J.
His truck is so beautiful.
Like I felt so bad for him.
He's a trooper.
He finished that event.
He went through every single event.
He had some kind of turbo issue engine issue, anything.
And he, he, they worked their butt off and they finished the event.
And if you check out the power to live stream, I was live
streaming on that.
No, that was the one dyno you decided to drive your scooter over there and do it.
And I felt the heat like from back in the film area.
I was a big fireball.
Yeah.
That was, ah, man, that sucked for him.
And he's, he's such a, I mean, I talked to him a good amount.
He was a good dude.
But so I felt sorry.
That thing is so frickin clean.
I mean, man, such a beautiful build.
Um, but I mean, I know it'll be back and it's fine.
But yeah, that was, that was dyno day is we, we did what we're supposed to do.
Like that was four nitrous bottles and five kits and you tell some more about
nitrous so that 55 we decided to replicate what Josh had done.
So it was 33 75s with open dash six line and two, that's those
lightning three 75 cell noise and nitrous express cells, the big dogs, three 75
L or whatever it is.
Um, and then two 15, 200 L's actually is technically one 15, 200 L and one 15, 300
L with open dash four lines.
I don't know.
It's a 93 and a 125.
The two hundreds are 93s and the one 20.
I don't know any kits or any nitrous, any jets.
They just kind of just do that.
So you just let sound like, you know, that was all that was four dash eight
lines coming from full bottles.
And so the logic there was I went, if I had to do a second run, I wanted to be
able to have, I didn't have to worry about the bottles being empty and, um,
you had the volume.
I had the volume to know that it wasn't going to fade off.
Um, and like I say, I mean, it worked enough to put up a good number.
It didn't work enough to get first place, but I mean everything, it made the
power, the engine sounded fricking great still.
Like there was no weird, no weird issues.
I tried to do the iconic, um, Pat Pat Pat, but I was too late.
Yeah.
Um, I did fist bump Cody though.
Also fricking Cody dude, like I was, I kind of had the feeling he was not pumped
enough and then I watched the video back and I was like, dude, that man was way
too chill about 3,600 horsepower.
He like meander to the screen, looked at it, meandered back, told me the number
and fist bump me like, I was cause he was tired of you sending your pistons in
the orbit every time.
After that, the butt by a tire is what he was.
Yeah.
No, I was like, I looked at that.
I was like, damn you, Cody.
Like that was fricking sweet.
Yeah.
Now before we leave, Dino, we got a lot of questions on the live stream because
somebody's brakes caught on fire and people in the audience were trying to go
up there when Ziggler was running, getting in the kill zone, so to speak, to be
like, Hey, it's on fire.
And then all the people that have been there are like, it's okay.
Go sit down and get out of these.
And he's like, they're still, but it's on.
Like it's just the brakes.
Why?
Either of you, why are some of these guys sitting their trucks on fire with
their brakes?
What are they doing?
Um, I think like, what is their strategy?
I mean, we don't do that strategy.
But what are they trying to do?
So like I use my brakes a little bit, but I think the problem is, is when you run
like those gigantic atmospheric chargers, like, especially like Ziggler's
Weimar, they just need a little bit more, more load.
They need more load to get it going.
Cause you don't want to hit that thing when it's not like, you know, running
really hard.
And that's something I noticed.
I mean, it's probably different with spray, a lot different spray, but like
when I was doing fuel only dynoing, I found that you get a big atmosphere
charger and this is big is real relative.
It, there's only so fast, a big, that big wheel can actually spin up.
Like you have to get it going before you try to smack the crap out of it.
Because if it's not going and you're, you're kind of sitting on the
manifold charger, if you spray the crap out of it, it's going to take a second
for that thing to wind up.
So you have to like almost pregame the wheel, the shaft speed, which means in
order to get that thing going, you have to be making some freaking power.
And so, and I feel like, you know, like Meyer setup is very similar to what I
ran in 23.
And like that's something that I would have felt comfortable tone a trailer with.
You know what I mean?
And like my new setup last year, it's 125 millimeter compressor wheel.
It's larger than my ours.
It's got a bigger turbine.
Like you needed a little bit more load to do it.
And I personally think what we figured out last year is the turbo size
really doesn't matter when you have waste gates.
And I think Meyer adding the two fifties and the 45 kind of even the
pilling field of my setup being a little bit bigger, but just with two 45s.
So I do think that moving forward, I don't know if the whimer is the play.
I, my goal was, I knew that anytime I had to bolt or unbolt anything,
there's a chance for error.
And so I went into the event wanting to have a turbo setup that I wouldn't
have to change it would drag race.
Well, it would dino well, it's led pull well.
People are like, Oh, you should swap to this, swap to that.
I'm like, that's a, that's a chance for an error.
And so that's why we did what we did is went with something more mild and
I figured if I could just gate the crap out of it.
But the short answer in the brakes dragging is they're loading the engine
beyond the 30% load that I know can do so that they can build more heat and
more horsepower in the motor before it goes through the window where obviously
you don't want any brakes on because that's going to steal.
Yeah.
Like Meyer Meyer was able to achieve the, what I would say, like the pre-heat
of the engine without the brakes, whereas I last year was not able to do that.
So just, I mean, to be fair, I do think there's a little bit of strategy there.
And like, I think going forward, I would kind of assume that you're going to
use a little bit of the strategy we can.
No, I'm going to use my brakes.
I actually like, I have, I have something I want to try next year.
It's, yeah, whatever.
But like puts on a little bit of a show when you're brakes through a spark.
So I don't do that though.
Like mine, like you can't even tell him on them.
Like I don't, I don't glow them.
But I think there's also part of like the reason I don't want to call them out.
But I do think there's a strategy there.
And obviously it's working for him.
He probably has way more experience than me.
So it's be like me try to tell someone that's way smarter that
they're doing it wrong.
But there's also a strategy with where you're actually trying to make
power on the dyno and where you want to start the run.
And so when you start to run at 4,000 RPM and you don't want to make
power until 5,000, you're a thousand RPM of load to fight through to get there.
That was for me, that was plenty with my turbo size, with everything else.
I, we played with the, there's a little bit of kits coming in, just kind of
getting everything ready and making some power.
Like we were at 1500 horse before the load even came on or before the I floored it.
And so it was, it was ready.
It was hot.
It was people that say you don't do anything on the dyno.
You maintained 1500 horsepower from 4,000.
It went from about 4,000.
So I, it sucked me down to like 38.
By the time I got back into 4,000 and it started recording, I was at about
a thousand horsepower and then by the time of like right before I floored it, I
was at 1500 horsepower.
And so if you look at my run, that's why it looks like the smoothest 3600 is
cause I mean it was making half of that before it even like gone to the window.
And it was enough spray.
I haven't even looked at the AFR or anything to see how rich it got, but
just with the way the spray came in and the fuel came in, like it just stayed
lean and stayed clean and was able to make a decent number.
Yeah.
Whereas like, if you're trying to start to run at 4,000 and you're trying to
floor it at 42, you can't load the engine enough with the dinos load at, in a
200 RPM window to get it to work.
And if your turbos are massive where you can't make power at 35, then you can't.
That's not an option.
You gotta just sit on your brakes, keep that, keep that engine in that before the
window, but high enough to spool area to then let off and go.
And I think that's another big advantage that you have in the valve train
upgrades that you had, like we weren't afraid to start a run at 5,000 and go
to what'd you go?
6,000, 5,900.
Since I didn't have good data, I went with 30% load.
And so I went from 5,000 to or 5,100 to I think I let out a 55.
Like, and I didn't look at RPM.
I was just did a floor it, let off.
Yeah.
It was a time base for sure.
I looked at Tim's graph again on the video and he made peak power at 57, 57, 50.
Is that where the peak horsepower dot on the curve was?
He ran is all the way to like just short of 6,000 was really came down.
And so he made peak power a little bit higher than you.
I don't look at the torque.
He might have made less torque than you.
So just just to show you and think about it of all this.
Kenny Brunner made more torque than both of you, but only made 3,100.
I already got a pulled up here.
Oh, you guys are going to, it's going to look at the, did they report?
The torque numbers on these?
He made 36, 34, Meyer made 34, 30.
So Kenny Brunner made 200 more foot pounds of torque.
Okay.
Sorry.
Kenny Brunner made 3857 foot pounds.
And he apparently his map sense, like that wasn't his plan.
His map sense.
So came out like the only thing that I, why do you, I guess the only thing I
thought was like his graph started at 3,600.
So like they're really going to the basement to grab that.
So if you take my torque, if you take my horsepower number divided by my RPM and
times it by his RPM, it's 3821.
So ultimately, and this is not, this is just math and try to like decide what
the block can take.
If I had made the same, if I'd done the same thing and move my RPM window up 300
RPM, I would have also possibly, if everything else had been SARS aligned,
would have been close to power.
Now the problem with that is you have to be able to have a headflow and
everything else to work up there.
And so, I mean, I think I did okay.
I kind of played it more safe and didn't try to go crazy RPM, but it worked.
Let the record reflect that this man still has not made 2000 horsepower on a
super flow dyno.
Yeah.
It's great from quite the jump.
19 to 3000.
So I made 18, 19 many times.
So I was, I was ready.
So that was, that was pretty cool to get like, so you skip the twos.
Not even, they didn't go to 3000.
Like that's a, that's like, you're knocking on.
You went into the 35 plus range.
Yeah.
I mean, that's pretty cool.
And that just shows the recipes there and it works.
But anyway, we've talked about dyno.
So, so went through the dyno.
So now we're getting ready for day three, which is sled pull day.
And this is, this was like the worst day of these guys.
These guys were great.
They freaking, I mean, I got back and immediately, actually, I didn't even
drive it.
I always told Josh, I was like, if I smack 3000, bet your a you're driving it
back because I ain't doing it.
Actually, I had to call you to figure out how to hot water that thing.
So, okay.
There's, if you watch the live stream, there's some stuff like, oh, the
truck's not wanting to start trying to figure it out.
And you're talking about hot wire and some crap.
So my transmission that I run in my truck is a 48 re.
It's a 48 re neutral safety switch, 48 re the whole way.
My dyno trans was actually, Todd's trans out of his Cummins cart, which we
swapped over to all 47 stuff.
My neutral safety switch did not plug in to his transmission.
And so because of that, I couldn't plug it in.
And I knew that I was going to swap it.
I was like, F it, like you don't need a neutral safety switch for the dyno.
I was like, I'll just, it's fine.
I was like, in, when I set up the programming originally, I knew I didn't
want to have to rely on a 48 re neutral safety switch because they're not
exactly the most reliable things in the world.
Um, so I set up a TPS safety.
And so if I, if my neutral safety switch ever did not work, all I'd have to do
is give it 20% throttle and it would start.
And so that way I can never be left stranded because my neutral safety switch
didn't work.
So when we swap transmissions, I just knew I had to give it over 20%
throttle to start and I was like, it'll be fine.
Don't worry about it.
I, well, when I left it in locker for you, it put it in gear.
It died.
You couldn't, it couldn't start because you didn't know how you had to give
it 20% throttle and I didn't think to tell you.
Um, but anyway, so it wasn't broken.
It was as designed.
Yeah.
I drove that thing back to the pits.
Now there's, you just probably know the thing before you go to slide, pull
people like, why did you swap the trans to the dino trans?
So obviously you did some stuff.
What, what is different basically on the dino trans versus the drag race
that you can.
The, I like, I don't want to say like, Oh, like the dino trans is a dino
only trans.
It could not pray, have a prayer of doing anything else.
So aggressive.
It was untested on the drag strip.
I did a lot of new things.
Like there was more pressure.
There's more clutches with the clutches of clearances.
Like I, first of all, one of the dino trans to be as healthy as possible.
I didn't want to possibly get anything hot.
If there was a lot of spots from drag racing or something.
And I wanted to have, so I, people won't realize when you're drag racing and
you're in first gear, the third gear clutch is just sitting there gliding.
Whatever clearance it has is what's keeping it from getting hot.
Yeah.
And so when you're drag racing and you're bumping and all that bumpiness,
there could be stuff moving around and doing stuff.
And then when it shifts underpowered a third, it could slightly glaze the
clutches a little bit.
Maybe you lose 5% of the coefficient of friction.
Not a big deal on the, the, you know, drag racing, because if anything might
help you, maybe it makes you not lose the tire on the shift on the dino.
You want zero slip because any slip is lost horsepower score.
Yep.
And then with all the Josh's stuff with slipping transmissions last year, I
wanted to just know I had a healthy transmission.
I felt like, I mean, I felt like I, I thought the trans, the drag race
transmission was going to be flawless, honestly.
And it was going to get us through drag racing.
And I felt like it's just the responsible thing to do to swap the
sled, the transmission for the dino.
Cause I was confident that even if it slipped a little bit, it would not
slip enough to hurt it.
And then I would be confident going into the sled pull with the same
transmission.
If we tried to risk it, run the dino trans and then it failed.
Now we're having to do a chassis swap, possibly an engine swap and a
transmission swap.
And so I just felt like getting the transmission out and in on the dino.
And like say, it was not tested.
And one other little secret I just thought about as you're talking about
so because you decided to put this dino transmission in here, that it's a
little bit more built, we'll call it.
Not that it's more built.
It just has a little bit of different clutches and stuff in there.
It's more built.
The more built the, the T case, you drag race with a D LD, a light duty transfer
case that you've gutted the low range out of so that it has as light as possible.
Light as possible.
And people aren't familiar.
The light duty transmission or transfer cases have a little bit smaller
shaft, the output shafts a little bit smaller, the chain for four drive
smaller, which isn't a problem with, you know, a dino.
But if you think there's a chance of breaking the yolk at the drive shaft,
you'd want the fatter option.
And so because there's a swap in transmissions, I was like, I
pulled Todd's trans out to be able to refresh it and make it into my dino trans.
Well, that also left me with a DHT transfer case, because that's what he runs,
as well as a brand new drive shaft.
I had ordered for him because he had a big, thick steel one.
I was like, you know what, if we're going to pull the transmission anyway,
you got to pull the transfer case off.
Might as well slap a different transfer case on there.
So we, we swapped from the DLD and drag racing to a DHT.
About killed me, but the dino, the dino, just because you wanted the better shaft.
I just like, there's just so much riding on all this crap.
I didn't mind a question.
It might have actually hurt your power because he's heavier.
And so technically it sucked up some of the horsepower to accelerate the weight of it,
but man, but it, I mean, it might only been five horsepower.
It's hard to know.
Yeah.
And so we didn't even put a front drive shaft back in it.
I'm pretty sure like, no, we're like, I have it like guys were really excited about that too.
Yeah, it's great.
Yeah.
So then yeah, we so put the DHT into it.
Yeah.
And that was the, that was dino day.
And do you want to talk any other strategies to get ready for dino or not really?
I saw some weights jangling on the back.
We, we put some, we hung some weights on the back.
We had a pretty slick, sick weight rack for the back of the chassis made that powder
coated and powder coated suitcase weights.
I know.
I don't know what you're paying this guy.
It's freaking, I mean, the budget sweet Rob Rob over there.
Now it's starting to why, why do you put weights off for the dino?
So my original thought was when I got rid of my bed, like we had had some slip before with
radials.
So we used to throw like a couple of suitcase weights at the very back of my
bed. And then when I went to fiberglass bed sides, I was like, man, like I just
lost 300 pounds, you know, of the bed plus the weights.
And then I figured if I could move the weight further back, it, you know, pulls the
lever down harder.
So we put about 400 ish pounds this tracker weight just really encourages the
radio to go into the roller.
Just all for more static traction that you ever since I've got in my bed, I've
struggled on our dino to get to you've noticed a traction difference with the weight.
So now there is a rolling resistance difference we've seen on some trucks, but at
the end of the day, you can't hook up to the roller.
Yeah, there's no point in doing it.
There's no point.
And that's what the challenge is.
Like a lot of people hub dino engine dino, like part of the challenge of the chassis
dino is taking the power that you're making and getting it to be measured on the
roller. Yeah.
And people like, Oh, look, it's hard.
You want to make you want to even the playing field.
It's just a hub dino hub dino me, bro.
And I'm like, it's hard.
It's hard to make power.
If you do a hub dino, like at that point, it's just Ryan Milken competing against
himself five times.
Like, what does it matter?
Like it's the strategy that is that I will say hub dino's read about 15% higher too.
So if they did switch to a hub dino, all the scores would go higher.
Yeah.
And it'd take a lot longer to get a bolt.
All the hubs.
Yeah.
Yeah.
But, but I, I think that's part of the fun or the challenge.
Yeah.
That's what makes it.
Yeah.
Yeah.
I think back at like the Godfather days where we'll had, what'd you put like track
prep?
Yeah, I was putting PJ one track by.
It works good for one hit and then it turns into just a slimy grease ball.
Not even.
It was terrible the whole time.
And then, so then we moved to sled pulling and this is what was really cool
because we brought, I mean, if you don't know, like we brought a fricking, it was
a chassis and it was, I would say, so it was a subframe bracing.
Bracing.
It was like, I want to say the talk of the event, like on, especially on Sunday
afterwards, like after we sled pulled, I couldn't go on Facebook without seeing
a bunch of different angles and everything of the truck and sled pull
chassis, cut tires, second gens, like all that was missing was a mullet.
We got, we got, did you were there?
Chase fleece was in the, in the pit, like checking it out.
Like apparently, I mean, dude, there was like so many people that came over just
like, try to ask questions like, how the crap is this going to work?
I'm like, honestly, I don't know.
Like the 1320 guy was like, wait, he asked me, he's like, so you built this.
He's like, how does that, like, how do you think this will compare to your
previous Fred, like red beard?
Yep.
Yeah.
Fred.
Yep.
Fred.
And he's like, how do you think this will compare to your previous, like, you
know, sled pulling experience?
I was like, I've never sled pulled before.
He's like, what?
I was like, yeah, I've never done UCC before.
He's like, and you built this to put under that.
I was like, yeah, he's like, dude, this is going to be sweet.
I was like, I know, like it was cool.
And then I mean, you guys freaking got the swap done.
Like it was not bad.
Like I, I didn't have time to actually fully test it with everything welded and
drive shafts and everything.
I never drove it, but.
Did you measured well?
Like you measured five times and we said it once.
Like it was, it was good.
It worked.
And that was, that was, it was sweet.
We didn't fight it.
This little, this little subframe assembly that had the rear axle was an SQHD out of
like a dump truck.
The front axle was a Dana 60.
Have you been in high opinion?
Add 48 gears in both.
Correct.
And I was originally going to set the welded solid had Lincoln locker front and rear.
No actual lockers were no dollars were spent on it.
It's, and that could have been stuff that I welded.
So you might want to check those.
I was going to, but I ran out of time.
Um, but yeah.
And then we like, I mean, I didn't even have time to, to like normally you weigh
the front of the truck and figure out how much weight is on the nose.
I didn't have time to do that.
So I just did math.
Like I said, you're pretty good.
You're pretty close.
You're a hundred pounds light.
I, yeah, I was, I was shooting for about like a 10200 pounds light.
Then we added the water injection.
That's another thing too, is we didn't even have time to do the water injection
before we left and wills like do these.
I think, I think it's a good idea.
And so I was like, well, we don't have time to do it, but I'll bring this rod of
one by two material on some wire, cable, the pump, the nozzle, the nitrous lines to
be able to plummet.
Like if we decided we want to do it, we'll have this stuff to do it.
And sure enough, we brought everything we needed.
And we thought, Todd, Todd helped a little bit.
That's how Todd taught work and Todd helped that.
And that was another thing too, is we got the whole sled pull chassis swapped.
And there was some talk about our sled pull hitch not being legal.
And so after looking at it more, I think where I messed up is I put the real
tires on the, it was close.
Like it was like, it was eight point eight degrees.
So it was point eight degrees, but also it was a little far forward.
Like the hitch point that there's on that like drop bar, what do you call it?
Accel centerline.
There's that bolt.
It's supposed to be behind centered or behind the centerline of the rear axle.
Well, it was like a little bit forward.
And so like even Chase fleece came over there and said, like, this doesn't really
matter.
Like it's not like there's a really an advantage to this.
Like this would probably pass tech on a normal sled pull track.
He's like, but like, yeah, it would suck.
And so I was like, it kind of bugged me because I'm like, how did I mess this up?
Like I measured crap.
I realized I set everything with the bump stop.
Like I didn't have the real bump stops in the front, but I measured and I set two
by fours and so I tried to replicate that.
So I think that was close.
I think my problem was first of all, I use different dollies front and back.
I didn't account for, and I think there was some height differences there.
And I didn't do it at the tire pressure.
I use the right tires, not the right tire pressure.
And so I had the rears were low because those things didn't hold air.
So they were low and the fronts were full because they did hold air.
Those front tires are way nicer.
And so when you go to slide pull trim, you flip flop the fronts are stupid low
because of all the weight on them and the rears are full or half full or whatever.
Like they look full compared to the flat that they were.
And that is where I messed up.
And so that pivoted the whole chassis over, which moved the centerline.
And so when you use a, we made a plumb bob out of a broken 35 spline and string.
And we were like, yep, it's, it's too far back.
And then you guys fricking angle findered because he can only have a 25.
With ourselves.
I mean, keep in mind guys, we're doing this with our cell phones.
Yeah.
And like we were pumped because we're like, dude, it's seven o'clock.
We're basically down.
We've been going to bed at 3am.
Like we're going to be asleep.
I even told my wife, I was like, we'll go to dinner tonight.
Yeah, we'll have, we'll go home plenty early.
We'll see you did not say that.
Did you really?
Yeah.
Oh yeah.
Tessa told me we were supposed to go to dinner.
I know.
And she's, I think she pretended to believe me, but anyway.
So, but I mean you, John, like the whole crew was.
I mean, wrong.
Like we're going to fix it.
Like there's no, we'll be fricking damned.
And I was confident in my cut.
We're going to attack.
And so you guys started chopping and I was like, dude, leave you to it.
So you guys started chopping.
We kind of talked about how to, what's the best way to change the angle of
everything and like fix all like everything was kind of on the line.
So what, how to cut it and chop it.
To be in the gray area, put it positively in the safe area where you
know, any complaint, it'll pass.
It was a mysterious.
Challenge of maybe it would pass.
Maybe it wouldn't.
And so you guys were like, dude, no, we're just air on the side of caution.
Yeah.
And so anyway, we, you guys just started chopping.
I was like, cool, you got this.
Edge Thompson, who is like first time competitor.
He's like 19 year old kid competed, put through down, has no quit in him.
Yeah.
Finished all three events here.
Finished the event, placed pretty good.
I believe it was a top 10.
I think he was 10th actually, maybe not.
Edge was good.
As you're good.
Good kid.
And he came over and he brought his welding rig, his stick welder on
like, it was a sweet rig and he freaking buzzed that thing for like three hours.
To be fair, like he had, he had quite the peanut gallery.
Like all of those guys are welders.
So like edge, edges dad and edges grandpa.
So there's three generations of Thompson's over there welding.
So it was kind of interesting to watch how stick welders work.
I mean, I saw a lot of beer canceling out from under there and none of us
were drinking in our pits.
And I'm like, I hope people see this on YouTube.
Don't think that the outer room is a bunch of drunks, but when you
get a bunch of drunk welders together, they can, it took three hours,
but it took three hours to do a one hour job, but it happened.
It fit the second gen lifestyle.
Like it really did.
Like it was, it was great.
And it, it worked.
And cause it's not as simple as just a weld to hitch different.
It's like we have a whole drag race chassis that you're trying to work around.
And so it was just simple, like, oh, drop it, move it forward, we're back.
But you left us enough, enough margin on the cage and everything.
Like we got it dialed.
And I think edge was very concerned about like if a weld broke, like that
would run your weekend.
So I feel like he took a lot of time and pressure.
It held.
Yeah.
Everyone's 60, 11 roots.
And then he capped it with 70, 18.
I mean, he was like, oh, it was told me he was like super nervous to weld that
because he was like, benefit breaks.
I was like, yeah, my, I'll probably, probably be pretty mad.
You like.
I would have understood, but it looked great.
And here I was wishing I had my Harbor Freight flux core 120 volt
welder there.
Yeah.
I mobbed that.
I was welded that right up for you.
Yeah.
But yeah.
So we got that.
So like that, so that 7pm night turned into 3am night.
And so that was, I mean, slightly unfortunate, but because of that,
you guys were doing that.
I was like, cool, I'll work on the water injection.
So I had to machine some fittings with a drill.
And actually we had a picture of me and Maury trying to lay some parts in a
drip with a drill and suppliers drill and tap drill, all that stuff.
But we got done.
We got the water injection.
Some of it too.
Yeah.
Like Todd did a bunch of the mountain.
The mount mounts and I wired it.
Dylan plumbed it.
Like I got on the fittings.
Like it was, I mean, the whole thing was such a group effort.
But we got it done.
And sure enough, the next morning at tech, they were like, okay, just so you guys
know, we're going to check this one specific rule.
And I was like, mother F, I knew it.
Like, yeah, check us be like, we're good.
And that competitor may or may not have been waiting for us at the scale to verify
that we were there.
Hard telling, not knowing.
Anyway.
Um, and hey, what's the real, what's the real kick in the knackers here?
They didn't even check it.
Not an angle gauge to be found when they checked.
So I don't think the angle was the problem.
I think the hitch center line, they didn't check that either.
They didn't check anything.
They checked the dude literally just swung the hitchhide over and away you went.
And I was like, literally, we would have passed.
Yeah.
As the point.
Oh yeah.
We were well over every minute.
Um, but then also shout out to, I was like trying to figure out how to do the water
injection.
The problem is the bungs for the water injection or right next to the nitrous
injection.
And I'm like, this could go really poorly.
You know, you put sub zero nitrous in next to water.
Like you can just bead blast inside of your engine.
And so I was like, well, so I was talking to Dom was in the other pit.
I don't even know his last name Dominic Ferente density.
I just know him as Dom, um, but he was in the other pit helping Cody or doing
whatever BS with Cody.
And he actually brought me a Starbucks, which really start set the tone.
I was like, yeah, today's gonna be a good day.
Um, too fair.
He didn't actually give me a Starbucks.
He got a Starbucks for someone else's like one of those white girl drinks that
was like, you know, it looked delicious.
It looked, it was delicious.
And that's your hair.
He's like, well, what do you actually want?
And I was like, that, that looks great.
Um, we have an audience tonight.
Yeah.
So, um, either way, he brought that.
I asked him, I was like, how would you control my water injection?
And he like cashiered some of his concerns.
And I was like, similar concerns.
He's like, he just controlled off a mile an hour.
And he's like, huh, it's a good idea.
He's like, basically you're confirming that you're making enough.
Like if you off RPM, you hit, you can hit RPM immediately.
Well, because you're, you're grabbing first, first, and then second later,
like you won't have the mile an hour until later.
So it like, let's heat get in the pipe to where you know, you're not going to,
you know, ice the, ice the water.
And I'm like, kind of genius.
So that's what we did.
We told our line lock to turn on above 70 miles an hour because the truck didn't
know is a sled bull trim with a really low gear set.
It just looks at the output shaft speed, assuming it's in high range.
So we did some math and that's about 70 miles an hour was 4,000 RPM in second.
And then, so we had to turn on 70 miles an hour, 40 pounds of boost.
We had two little water, like snow, meth, whatever, and nozzles going in at 825 psi
with that pump.
And it worked.
The EGT's on the, on the sled bull were like, they peaked at 1700.
And a lot of times when you get the engine like really hot, it kind of idles a
little weird afterwards.
Nah, sounded great.
Yeah, it didn't get hot.
It, it was very healthy because I was worried because I didn't feel like I made
enough fuel in the power to do what I wanted to do.
So you want to start throwing spray in it, but you don't throw enough spray.
Like you can get in that hot zone.
And I just wanted to keep the engine alive.
Some people thought the water injection was stupid.
And I was like, I just want to keep this thing alive.
And I don't feel like if I do it right, it will hurt anything.
So that worked.
But yeah, we got the whole setup swap.
And that was like, I would say that was like one of the most baller moments of
the whole thing is like, we assembled this thing in the, in the tent, tires on
everything.
And we're like, we had to pull a stake out of the tent so we could actually
roll this thing out.
And you guys are like pulling the whole, the tent up, the tent apart,
like trying to get it out.
So we, it gets time to roll the thing.
We get it out of the tent and I just put it in second gear and just
start putts into the lanes and they had to go like the long way.
Oh yeah.
And so we had everyone saw it.
Oh, we went like right down like vendor alley.
It was just, I mean, you want so many cameras.
Oh my gosh.
And like we're out there with a radiator, windows down, you know,
shouldn't listen into Tay Tay, but we weren't.
And just, just break it next.
Like just drive straight down Main Street and just everyone's getting pushed
around and stuff like now we're just thumb,
the whole way.
It felt so like it was cool.
It was cool to look at.
So it had rained the night before.
And so the track was surprisingly moist and good.
Usually you CC tracks have been a desert, desert, terrible sandbox.
They had a three oh smooth bore sled pull right before this, like an hour
before you guys went to the track that they had kind of worked the track for
them and had everything, so everything's all prepped.
And I heard they pulled a little bit of weight out of the box.
So from those trucks versus you guys, they went to go to a 26
No, they wanted to set the sled with a 26
So there's this.
I feel like there's a mistake.
Yeah, I feel like there's a misconception of like just because all these
trucks drag race on Friday, can't sled pull on Sunday because they don't have
this crazy chassis, a 26 truck on a good day is making what?
A 1200 horsepower and like that at the engine.
Yes.
Not at the time.
And that's a four.
This is a 26
Two point six.
66
Yeah.
So you're doing a 666
Single single wheels, single wheels.
Most of them are still pulling on like Dana seventies.
I've seen Dana seventies in 26 trucks.
They're not making power.
And then you have three O's, which you have a three O smoothbores, what they
were doing three or 75 millimeter turbo, but there's some map
groove, 14, maybe ish hundred cup.
A couple of them are touching 15 now.
And those are the top elite.
Dio to D O T.
Duals, which I feel like a three O maybe even a 36 truck is a good place
to set the sled.
So they, they do the first sled pull.
It's Tristan DeVries or DeVries from Wisconsin.
Single rear wheel setup.
He blew up his atmospheric turbo through the weekend.
So he's a single 480 single cab long bed.
He goes 200 and ninety feet.
And I'm looking at the people on my seat went.
No, he went football.
I went three or five.
Okay.
And I was just like, five went full pole.
Yeah.
And I was like, this sled is light and they're like, that'll be fine.
So then the Saro brothers go up with my sled pull setup.
Yes.
And they went 300 and 4745
And they let out like legitimately Steve lifted and it coasted probably another
10 feet.
And then they finally decided to reset the sled.
So they changed the there's a couple of ways to reset the sled.
You could add more weight and you can also change how fast the box comes up on
the sled. That is the easier way.
So they took three links out.
They said it should shut up.
Sorry.
Yeah, no, you're right.
They said it would take 30 feet out of the sled.
So if the Saro brothers went 345 now it should be 315
And then we had a few more milder setups, not to like bash anybody, but it wasn't.
It was more of like DOT's with doolies and stuff like that factory axle stuff.
And then my shows up.
The Kenny Brunner, right.
Remember went right before Meyer.
I thought Kenny.
No, Kenny was after Kenny was like, actually funny.
Kenny, like I went to Kenny and like say, hey, good luck out there or whatever.
And he's like, dude, he's like, does this slide seem like a really light to you?
And I was like, kind of.
He's like, dude, like what was coming from the one guy that's sled pulled once has no idea.
I was like, I mean, it looked like it was going pretty fast.
Light work. Yeah.
Yeah, it kind of looks light.
And I was like, I don't really know.
He's like, dude, he's like, I don't know what to do.
He's like, we're trying to decide like what the strategy is.
I was like, well, I just had this conversation with my team.
I was like, in tech, like in the driver's meeting, they said, like, oh,
there's no bounds, whatever, like, don't hit the wall.
Don't hit the track.
Like, but they said the white lines are not a guess.
There's no, there's no out of bounds.
Like just don't hit the walls basically.
And I asked, I was like, what about the fence at the end?
And she's like, she laughs.
She's like, you're not hitting the fence.
I was like, okay, cool.
But like, what if I do?
And she's like, I promise you, you'll stop.
And so I was talking to Kenny.
I was like, he's like, dude, what's your strategy?
And I was like, I don't know.
I was like, I just had this conversation with my team.
And I was like, she promised it would stop me.
So I have faith.
Like, and to be fair, it stopped.
Meyer stopped because the sled driver applied the brakes.
So there is a couple of safety features that the sleds have.
So like Meyer probably could have continued.
Eventually, I think it would have dug you in, but you were actually stopped
almost unfairly, I would argue, because the brakes got hit on you.
Oh, yeah.
I felt I was like, that MF has hit the brakes.
Yeah.
And it, that hurt.
That almost like hurt your neck.
Like when you get the brakes pulled on you, because it's John straps me in.
Dude, I can't do anything.
He's like, oh, I want to see you celebrate in the GoPro.
I'm like, I can't move.
I can't see crap.
Well, we cared about what Tessa was going to be able to bring home.
We wanted to bring you home safe and sound.
That was John's concern.
I appreciate John's concern of safety, but like I couldn't do anything.
You think I could like see anything?
Absolutely not.
But yeah, either way, like.
It is what it is.
But either way, we pulled 35
No, walk us, walk us through your first pull.
I do it.
I was like here in the rookie story, dude.
So.
You go over the scale.
We get you dialed in.
That was awesome.
Because thousand pounds barely fit in the scale.
Okay.
So this was awesome.
So the guy, I don't know how most people are, but like we went on the scale.
He's like, oh, you're a hundred pounds light or 200, a hundred pounds light.
So we get a suitcase weight.
He's like, okay, you're 40 pounds light or 20 pounds, whatever it was.
And so, and he, I think he thought like you're good, but we're like, no.
I was like, well, so we got, and so we're like, we got rocks.
No, I got you a socket set and a crescent wrench to jam everything forward.
Yeah.
And so he got a crescent and he's like, okay, you're 10 pounds light.
And I'm pretty confident that we weren't actually right.
But he's like, okay, you're good.
I'm like either it's not good.
Like there's probably one way or the other.
You're just tired of us going to find new objects.
But either way, and it's cool because like I barely fit on this fricking scale.
Like it's, it's like ridiculous.
Like the inside of my tires are the only thing.
Yeah.
It was like ridiculous.
But then we go around whatever we get in line.
We're waiting, people pull whatever.
And I was talking to a couple of people, but Zeegler came by and, you know, he
wasn't competing anymore.
He was done.
He was out for the cow.
And he kind of just, he gave me his thoughts about how, um, like Dick Cpex or a
very hard, tired drive.
And I'm like, like it could go very wrong, whatever and his thoughts.
And I was like, I don't know.
Todd did it.
Like, I can do it.
Like it's can't be that hard.
Um, I was like, have you had this much surface area, whatever.
But he said that like the best thing you can do is just milk it out.
Like don't try to hit too hard.
It's like there, he said that they're very susceptible to just like hitting it
too hard out of the gate.
And I know I'd heard that multiple times and I'm like, you know what?
I was like, so that was the straw that broke the camel's back.
That was my, that's fair.
I left.
No, he can be, he can be on your team next year.
You said that too.
Everyone said that.
Yeah.
But that was the one that no, I'm trying to give credit.
Who did, who did you not listen to?
I didn't even want to, you want to do a trans right?
You want to do a trans red launch?
I feel like we should bolt that back on and just test it like for the data,
just for the data, but we'll bulldozer.
Either way, I was, so I meant to leave soft.
I left way softer.
Like, I don't know, like just the tires or what I could not tell if I was
moving or not.
And I, if I'd paid more attention, I could have gotten to like five pounds
boost and then started to go, but I was just like, you didn't have rear
brakes though.
And that made it hard.
Like I do think opinion break like Kenny had on tempted to would be a good
improvement for next year.
Cause then you might be able to spool her a little bit.
You know, I think I could have spooled it more than I did.
Cause yeah, first gear is like super low.
And I could also like spool it in third and then pull it to first when I'm
ready or something, you know, like I, there could have been ways I could have done
it, but either way I didn't, I like basically left on zero or don't change
the strategy, just hold the trans break button for a little bit and spool it.
And then let go of the trans breaks that easy folks.
I mean, if I, I don't think I'm just trying to think of like this dinky
little forward clutch and the sprag and a low reverse band.
And then I'm watching it go down the line, go through this billet SCS to
these six inch rear drive shaft, the four inch front, and then just these
ginormous tires and I'm just like that poor transmission.
It's fine, but I wasn't as confident when it came down to it.
So I was like, yeah, effort.
I actually, um, yeah.
Either way, so I meant to roll out with a very little boost.
Really, I'd never really fully tuned the truck to bill school.
Well, and so when I floored it, it was too much fuel and like snuffed it really
bad, so it should be able to come up and my nitrous strategy.
I don't know what was wrong or what was different, but it was supposed to kind
of help come up better than it was, but it didn't.
And so I was kind of like fuel only getting the first couple pounds of
boost.
Once I got that, then the nitrous kicked on and once it kicked on, like you
can look at the video, like it was ready.
It went.
And so then then I went to, I actually just started shifting it basically as
fast as I could shift it because you said, Oh, give it one Mississippi,
two Mississippi, like with how much power is making, I was like, it's ready.
And so I get second, then I was like, Oh crap, lock up.
But I was like, okay, then I went third.
Then I hit lock up and then just frigging power down the track.
Oh, that would have probably started the bouncing that we saw.
Oh, either way, it's like the whole concept is you're trying to get your
wheel speed to match your ground speed.
And that's why it's so important to like give yourself a little bit of time
in between your gears.
I'll show you the data lock.
Like it was, it went from first to third locked somewhat quickly.
Yeah.
And it would make it bounce really bad like that.
It could.
Yeah.
But I also had a button on my steering wheel that was going to like help.
Like if I felt like I needed more at some point, I could hit it.
That was a good idea.
Poorly executed because I was so busy trying to steer that dang thing.
Like I didn't have a chance of being able to hit the button at the same time
because the power steering pump is just a Volvo pump and it was not enough
pressure.
Those tires are so frickin wide and it's a locked and everything like so much.
Like I could kind of steer it.
Well, at the very end when I really needed it and it veered, I like, I couldn't do
anything.
Like I was not going to let go of the steering with a button and hit or let go
the steering with a hand and hit a button.
So I don't know how to control that in the future.
Need to probably automate it more.
I can't show the right.
I see like one of those like jaw ones.
Like that's what I need.
Yeah.
That's your power.
What would John Strato do at the starting line?
He definitely get one of those munchers.
So it goes down the check.
So it's always talks about sled pulling.
You get this feeling of raw power.
Did you get that feeling or not really?
Was it kind of?
No, I did not get to feel like obviously it felt like power, but it didn't feel
like I was kind of ready for me.
Maybe Todd like overhyped it or something to me, but like I would say if you
want to feel raw power, try 2600 horsepower down the track.
Like that feels good.
That's, I would take.
I would take sled pulling over drag racing every day that ends in
why and twice on Sunday.
I mean, it was bouncing too.
So maybe the main G's I felt were up and down.
Probably not normal, but like, did you remember to start the draggy?
He can get us the time.
I did not get dragged.
I did navigate to Texas.
Oh, this man for sure hops out of the truck.
I was like, I didn't quite make it.
It flips his phone around and there was Google maps to Texas roadhouse.
I promised Brandon would I do it and he asked me, he said, Hey, dude,
congrats on, I was like, dude, it's telling me left turn.
And we did end up at Texas roadhouse later that night.
So you went down the pole, 355 feet, nothing's broke.
It's awesome.
What's funny is I didn't know how well I did.
I was like, man, this is not the fence.
Like, I hope that's enough.
And everyone else was like a static.
I'm like, cool.
And so yeah, the guy hit the, I mean, yeah.
Yeah.
And we unhooked him and I will be a hundred percent honest.
I told my, I was like, I wouldn't park that truck very far because
normally they've actually asked us in previous years to bring their trucks
back around for pictures.
They didn't this year, but we parked it and we, like, I gotta say, I think we
put it in a gangster spot because the only way to put it in the spot we did is
for it to run and back up on its own.
Yeah.
And so we backed into a little parking spot, just like really flex on people
that this be still runs and it runs under its own power.
Um, and dude, it was like, John, like I went around like talking to
different people, shaking hands, like kissing babies, like, and I wasn't
being trying to be cocky, but like I placed in the money for sure.
Like it did.
Okay.
Like we were winning the sled pull that day.
The question is, was it enough to beat poor boys and whoever else, Kenny or
whoever could come around me?
And, um, so we were just like, people talking and congratulating, like,
do like great job, whatever.
And John Schrotto, like he took, took one for the team and he stood by the truck
to open all the doors, open the hood and just started.
He's like, Oh, when I was answering your fan mail, because he's like,
there's so many people.
And what's cool is like through this whole event, everyone was like blown away
that we're running boots for the whole thing.
And I'm like, dude, I feel you.
Like I had to argue with Todd for like 10 minutes that I want to run boots
because I have not seen an issue with them.
But I do want to say, I think vengeance would be lighter.
So for somebody that's so concerned about weight, but also a terrible
fabricator, it makes sense.
I'll come do it for you.
But the boots give you some flexibility, easy to work on.
And two, you're just like, it works.
And it's like, we sell them.
Like I am a very firm believer in our boots.
Like we don't sell Vangents.
I want to show that our boots are freaking bad.
A guess what they are.
I've rated them.
They are now rated to probably more than most people need.
Yeah.
We had to reset one boot the whole weekend, which credit to Dylan, because
he was the one that spotted it.
It slipped down like a quarter of an inch.
What happened is the clamp gets butted up against the barb.
And so it just slipped down.
And so it didn't move the rest of the weekend.
But I, when I saw it, I was like, that's, that's as far as it's going to go.
Yeah.
Um, there's going to be a little bit of data on the sled pull.
Obviously that's not the 3,600 horsepower dyno tune.
No, how much power do you think you're putting down?
I don't know.
I was shooting for like 2,000, 2,200.
How much, how many fuel?
How much fuel did you use?
It was sitting around 350 milligrams.
Oh, yeah.
It's probably less than, I've bet you that's 1,800.
You didn't have the spray.
I mean, when the spray turned off.
Because I ran, that bottle was empty.
Yeah.
You burn up 15 pounds of nitrous.
The bottle was empty.
Like, is that the bottle that I got to fill right now?
I was like, Dan, how did it, I was like, somebody must have left the cap off with
the valve on.
No, it was burned 15 pounds of nitrous.
Yeah.
And that's where I did mess up.
I had two bottles.
I should have split them up better and had half duty cycle on both.
But I put one bottle was on my kit that I never actually hit.
And the other bottle was the automatic kit.
It made sense to my brain.
Didn't make sense in reality, but I could probably have done better if I just like
split it off.
So I had nitrous the whole pole.
Either way, it worked room for improvement next time.
But yeah, like that was a, I don't know what that fuel quantity and stuff would have
been, but it was, it was a proxial quantity.
Were you running on the drag strip was for a little over 400, 440,
but 440 drag racing into the Vegas.
It was basically the same.
Like my drag racing tune up in Vegas was very similar to the drag to the sled pole,
which did 2,200 horse.
So that's why I kind of came up with that.
Ish, you're going to realize on a sled pole, you're under power, not for
five seconds, like a drag strip, or I guess 4.9 seconds.
So let me, you know, my truck's under power for six seconds on a drag.
But you're also not loaded the, like the way you're loaded on a drag strip.
Like if you were going on a drag strip, imagine like blowing the tires off a lot.
That's why like sled pulling to me, like the horsepower ratings and stuff.
It's very deceiving because your wheel speed is, what was it?
44 miles an hour.
And your ground speed was what 32, 33 miles an hour.
So that's another thing I don't fully, I'm sorry, you can finish with that.
But like when you're, when you're turning it, like it's not fully loaded, I guess
is why it's so much different between sled pulling and drag racing and dynoing
and daily driving and towing.
So it's hard to make that comparison.
But to me, I thought it was a good amount of power for the track.
I think that's the best sled pulling track you see, see has ever had.
Honestly, I, it looked great when I've ever been on.
Yeah.
So that was something too is like, you're talking about a mile an hour and I don't
understand it.
So I'm going to, I'm going to like disclaimer, like the sign underneath my top,
my, my distance at 32 miles an hour.
However, after the event, don't, don't tell me about this drone, the tech.
No.
So first of all, the drone guy said that my, don't go off a person that's,
that was angry because they felt like this lady was like,
pissed.
She's like, whoever was like set the sled for a 26 like that's bullcrap.
Like we need to, we need to next year we're making the set up for like a three
six truck.
He's like, there's nothing, there's nothing safe about going 42 miles an hour on a
sled pull.
And I was like, 42 miles an hour.
And she's like, yes.
I was like, was that the dual cut truck?
She's like, yes.
Yes.
We confirmed with many sources that it was like, apparently it was not actually
42, but for a moment there, I thought I went 42 miles an hour and I told her, I
was like, I know this is bad, but that makes my boss very happy.
30, but still 32 miles an hour.
That's like super stock.
Like these was in dark corners, like Cummins killer.
I seem to remember them being like 30 to 34 miles an hour.
I mean, you're, you're moving when you're doing the sleds difference.
So it's not any, any spine clutch.
Tell me his personal record on that sled, the epic.
That, that exact sled with a 41 slotted charger.
I guess that means the map group 4.1 is 35.7 miles per hour as fast as he's ever
gone. And I don't know if that's out like a pole that's set up around what you
wrong. I don't, I mean, and different tracks or sled, but that's his personal
speed record.
It's moving.
That's 35.7.
Definitely moving.
Either way, but 32.8 still, either way, a freaking, it did what it's supposed to
do.
Man, that was like one of them.
I mean, that was just like every, so many people had issues within that event.
Like the sled pool, just every, every one.
Oh yeah. The sled pool broke a lot of drive shafts.
The sled pool broke a lot of crap.
The dyno broke a lot of crap and the drag race honestly broke a lot of crap.
And the main thing that we had a 35 swine break on testing day and more damage.
And I did more damage to your truck hauling at home and somehow a bed side
came loose in the trailer.
So that's like the main, the main issue, a broken truck.
Something about a 25 hour drive back across America's greatest roads.
And that was, I mean, sorry, Shad, but that was when you were driving because I
went to bed.
Yeah, we broke a shock mount somehow.
Yeah.
It sheared it completely off.
And then the bedside ripped out of the cab and like I checked it in Denver.
Like I literally lowered the back door because I was like, I'll check the straps,
you know, and the straps were fine.
I would have noticed your bed laying against the wall, but it's like, I'm,
I'm not worried about it.
That's why you don't paint race trucks though.
That right there.
That's a couple of hours with a fresh wrap job and you're going to go.
I got the money, but, um, but otherwise you had zero testing before you broke that
shaft, but otherwise you had zero failures, not only zero failures, but every,
every single thing did exactly what it was supposed to.
Like every tune change we made where was, what was, did what it's supposed to
and saved every kit of nitrous turned on every, every little thing did exactly
what it was supposed to.
And you know, part of that is like, I would say being fortunate or being lucky
or whatever, you know, whatever you believe in, but like, you start listening
to different people that have the different issues and they're, they're
talking about them and like, Oh, I, I did this because of that.
Like an example of like Ziegler is like, Oh, I'm not used to the dyno.
And so the brakes and the brakes didn't hold hard enough.
Like, like, cause they started to get hot and lose its breaking ability.
And I'm like, I have similar breaks.
And the reason I didn't have that problem is cause I didn't want to use them
because I didn't want that variable.
And so I'd plan the dyno strategy around not having to use my brakes.
Like, I mean, like another random thing like Kenny, like he grabbed overdrive
and I'm like, he had issues.
I didn't grab overdrive.
I wasn't going to have that problem.
Like the drive shafts, like so many people hurt drive shafts on the dyno.
Like to be fair, that's the sled pull and like to be fair, that's like you.
Like when I, I had to cut and shorten that rear drive shaft a little bit
cause I'm a regular cab long bed instead of a extended cab short bed.
And I had to shorten that drive shaft a little bit.
It's three 16s wall, four inch two.
Like I was not snapping that thing.
And so that's why it worked.
I might ask you a lot of other competitors.
They had like, I watched Tim Moore, who wasn't first and I just hammered it.
I believe he said he, he believe he thinks his divorce transfer case rotated.
It's what I saw posted trucks or it's aluminum drive shaft.
And I'm like, that's great and all you have a steel drive shaft thicker
than what he was running and it's steel.
It's like, which you've run an aluminum drive shaft.
It's fine.
Yeah.
That mistake, in my opinion, was made in the first 10 feet when he went to the floor.
Like you can't do that.
Like that track, because that did have the water it had, like last year, the track was,
I mean, it was terrible.
This year, it was a lot better.
Like you can't do that.
Like there's consequences for slamming it like that.
And I, it was sad to watch Tim's truck break because it's like, man, like you
want to beat somebody at their best, not because they broke it a hundred feet.
And then like it was that, that was kind of a tough break.
Even when Ziegler broke on the dyno, I was like, man, like I would have rather
made his best number and we still beat him.
Just like Tim, like it would have been cool if he pulled the best he could have.
And Meyer still came out on top.
I feel like it would have been, felt better for everybody, you know?
Yeah.
Which I do, I do agree.
But like, what we're getting on is they're not trying to pick apart their builds.
It's just saying every one of these failures people have, if you look at it and
analyze it, there's things we did to prevent that from happening.
It's all we just got.
I don't say like we didn't get lucky.
Like obviously there was a, there was some form of luck of being fortunate that happened.
But like, like we said in the last podcast, talking about going to the event,
like every decision.
You have eight years of experience of UCCs to pull from.
Yeah.
I mean, it's true.
But every like, every, there's so many decisions that have to be made to build
any of this crap.
Like some people will just make a decision.
And I feel like we, I mean, we've really overthought a lot of it.
And like you say, we have eight years to pull from on what works.
And different setups and different backgrounds.
Like, I mean, it's cool.
And you, I mean, you want it here.
Like that's really what it came down to.
Like you were drag racing in February.
You were drag racing in March.
We were dino in all over.
Dinoing for three years, essentially.
Yeah.
And I mean, the dinoing feel only is so different than, and like the dining here
on our dining, like it helps a little bit, but not really.
The dining feel only is good, but not really like the dinoing with nitrous.
Like we, we started hitting that back in.
What was it?
September?
We're going on the edge.
Yeah.
September, August, something like that.
Um, that's like, I had no interest in actually blowing up.
I love that motor, but I was like, I need to learn this.
That was mint chip, dude.
Mint chip.
It was a freaking awesome motor.
There's still parts of mint chip.
And then I had to build another one.
I scattered that one and I built another one and I scattered that.
Like that was awesome.
It was my 490.
I didn't even scatter that too.
Just trying to learn the strategy and figure out what I wanted to do because
like all that was with UCC in mind.
Like I wanted to learn how to dino with big nitrous on the super flow.
And you had like good goals.
Like I felt like you had achievable goals for the event and you just stuck with it.
And I feel like in any kind of competition, that's like more than one thing.
Like UCC KOS, like that's the best mentality to have.
You play the points game of this is what I need.
And when you get there, you plan for it and you executed it extremely well.
Cause let's talk about the drag race.
For example, you had more power and you knew that the reason you ran a 514 is
cause it left soft.
You guys could have made the decision.
Hey, we got one pass left.
Let's kill it.
Let's try to run a 460 like Ziggler did.
You knew the fuel quantity you need.
You could have figured out the 60 foot a little better, but is it actually going
to stick it and take it?
No.
So you played it a little bit more safe points on the board and honestly, the
dino same strategy like points on the board.
I didn't do anything we did.
I fully think you could have made 4000 on a dino.
I think you could have done the nitrous strategy in a way.
You could have put the fuel quantity in there for 4000.
We didn't know exactly what you were going to make, but once you made a solid
number, there wasn't this like, Oh man, I got to be the, you know, the big dog
and hit 4000 36 is huge.
Don't let me, you know, it's crazy how like that.
Like two year, a year ago, two years ago, year last year, if someone made 36, it'd
been like just front page news front.
Yeah.
And like 36, that wasn't even the biggest number there.
Yeah.
It's like, Oh, that'll tow trailer.
Yeah.
And then on the sled pole, I do feel like if you hit it way harder, you know,
trans break or left with some boost, there was probably another 10 or 15
feet in that big guy.
Didn't hit the break.
Easy.
Like easily, but at the same time, you played this strategy, take it, walk it
out of the whole smooth, don't get bounced.
Was the advice that they got.
That's why I stayed out of it guys.
Cause I was like, my, like, this really hard show, let's put a show, leave on
that trans break.
Show them what that training can do is what I would have told him, but, but I
also have never won UCC.
So there's, there's reasons there probably.
I've never competed.
I mean, there's a, a laundry list of reasons that could go
wrong, but I do think the fact that Meyer was drag racing in February compared
to PDD, like that was huge.
Yeah.
Like, I mean, we were using UCC as the test.
Yeah.
Like if you are tested and like, there was a couple of competitors there that
like we, we talked to, you know, and we were just like, if you're testing here,
like you wasted your time.
I truly believe that.
And it's not even to be insulting, but it's like, dude, like, why are you doing
like this is a great example of that.
He had issues testing day, but he still put a 523 on the board because he had
tested in Arizona time.
I tested.
Yeah.
He was tested in Arizona.
And then I think he did some dyno time or maybe he just relied on his old stuff.
And Kenny's a good sled polar.
Like he's a well-seasoned sled polar.
So he had his stuff figured out.
Tim Moore was out drag racing with us in Arizona.
I think you need to go to Tulsa as well.
So like it's crazy how the top the Lucero brothers, they drag race in Arizona.
And they also did Southwest truckfest dyno.
And I've seen them on dinos for years.
They've done a lot.
So your top four, what you guys all had in common was number one, West Coast,
Best Coast, number two, we had is really top four.
All four.
Yeah.
Oh my gosh.
Yeah.
By the way, Midwest boys need to get your act together.
All right.
We caught up.
They're going to move the event back to Salt Lake.
If we, I would love that.
And then Tennessee was fifth.
So Mike Brown was fifth.
Then hold on.
Wait.
Idaho was sixth.
Texas.
Edge Thompson was seventh.
Robbie Garcia, Texas, eighth.
Justin Ziegler, Ohio ninth.
James Tristan, Wisconsin.
So there's one Midwest guy in the entire top 10.
Unless you count is Ohio Midwest.
Is it upper Midwest?
So you call it, so you called Ziegler Midwest.
Yeah.
But you did.
I mean, that's what I noticed when all, and Michael Brown, same thing,
tested numerous track days, Dino dat firepunk with LeVon went over strategy.
And again, a seasoned sled polar.
So you're top five.
Yeah.
And he, he would have placed better.
He broke an axle early in it.
I looked, I watched his video a couple of times.
Some people saying he didn't get lined up straight or something.
No, he was going perfectly straight.
Great in the middle of the lane.
And then that right rear axle broke and he did not.
And I saw both his front tires turned.
Do you see how hard he tried to turn?
He just like he almost saved it.
But, but when you don't have any pole in that right rear, that he had an
axle failure is what it drives around.
I don't know if he has fully noticed that yet on his own, but watching the video,
right rear axle broke and there's nothing he could do when you don't have any
pole with you're missing two tires worth attraction.
And the other side's pushing the other side's.
Oh yeah.
I can't imagine.
So it was just, but just unfortunate.
It happens.
Stuff breaks all the time in poles, you know, but yeah.
And then we did the awards and honestly, it was kind of, of miserable
when we went up for the overall, like there were so many banners.
So what's funny is I was talking to Dylan.
He's, he's great because I like he doesn't generally have, I don't want to say that.
I talked to him a lot.
Like actually, I would say I talked to him more than I talked to basically anyone
else because he midnight, he was out doing whatever.
I talked to him a lot and I was like joking with him.
I was like, Hey, so when we go, thanks buddy.
Look at this.
We got the spinner here upside down.
Champion champion.
Yeah, do you don't be dumb?
So I was talking to him and I was like kind of joking and his, his wife was,
it was like, he's on speaker and so his wife could hear whatever.
And I was like, Hey, so when it comes down to, you know, going to, you see,
like make sure you bring some good, like hiking shoes or something.
Cause we'll have to, we'll have to go up and down that, that stadium or that on
the podium, like four times.
So there's just a lot of walking that we're going to do.
So make sure you bring some comfortable shoes for Sunday.
And he's like, dude, you are so effing arrogant.
And I was like, obviously I'm joking.
I wasn't.
But was this the first year, the belt?
I think so.
You didn't get a belt, right?
Yeah.
I didn't get a tall, tall eight trophy.
I didn't get a belt.
I didn't get whiskey.
I didn't get shot glasses.
I didn't get a cigar box.
I think that is, well, this was the 10 year anniversary.
So they're trying to really go over the top.
But I think you see how did themselves.
I mean, a spinner, spinner belt, freaking WDF.
This generation, can I have my belt back?
No, it's going to go next to it.
I want a belt.
This is your second belt you've won in, in competition with my truck.
Yeah.
So anyway, I was joking with him about being four trips up this podium.
You did four trips.
It was four trips.
Now, to be fair, two of those were second place finishes.
So like, eh, whatever.
But also credit where it's due.
Not only.
So before this, Kenny Brunner was the points champion.
Kenny Brunner beat.
So when he was a points champion, he beat second place by like 390 points or
something like that.
Not only in this year did he beat his previous score by another hundred points,
but we put 421 points on second place.
That is the biggest spread ever.
You could argue that daddy took his belt off and spank some people this year.
You could argue that daddy tried to spank somebody and the sun turned around,
grabbed the belt and said, my man, sent him back to my house, sent him back to
California, back to Cali.
I don't know how much comments on that.
It's a, it was a lot.
Like when I saw that post, Kenny, you're a funny man, but I was like, dude,
this is going to, this is not going to age well.
Unless you would, but what I mean to be fair, his shirts did say, do you want to
see history repeat itself?
And it did.
And honestly, at first, he scored very similar to what he did in the past, but
actually improved on it.
So you could have said history repeated.
If you hadn't been there, he would have been the overall champion and would have
had a solid victory.
I mean, yeah, very possible.
But, and that's the thing that's cool too, is like, there was, like,
I don't know of anyone that like obviously Levan didn't show up, but Levan's
truck was Ziegler's truck.
Like that's the same truck.
Derek Rose didn't show up his truck.
I mean, he probably would have done Graham, sure.
But like there was, there's not like any big hitters that didn't show up and like,
oh, well, like the kids will play, but that's only because the big dogs stayed home.
Like there was a lot of people.
There was a lot of big names.
And somehow it just all came together.
It was, it was so cool.
Like it's almost surreal, like how well the weekend went and just like the whole
crew and just everything.
I think I said it in one of the interviews that I was doing, like at like the end of
the sled pull track or dyno, whatever it was.
Like it's not like having like companies behind you isn't about like getting free
parts or sponsored parts or whatever.
Like it's also about, and that's something you realize as you're doing this, like
just having good quality parts that you can count on.
Cause it just, I mean, there's thousands of things in that truck and everyone's
truck that all had to work in order to go down the drag strip or the sled pull
track or the dyno, like all their six injectors, there's two CP threes.
There's a, how many driveshafts, axle shaft, like everything has to work in order
for the truck to do what needs to do.
And somehow all of them did.
And I mean, it's partially because like we use the best.
We went to cow ranch, but our racing hardware by the pound.
Oh, okay.
That was, that was sled pulling hardware.
Okay.
That felt like that was fitting.
Yeah.
But yeah, I mean, just everything, everything they're going to ask.
I mean, are you going back next year?
You have no idea.
I don't know.
That was, I, I, I feel like, um, I was looking for the nod of approval from
your wife watching us right now.
She's like, she's trying to side of where we're going.
Like give us the gladiator thing.
Like next year.
No.
So we need to collect.
It feels like, I feel like I honestly, like driving home, I kind of felt like
what a prisoner probably feels like where you've just been in your, like you've
been locked in the cell for less, however long.
And now you have like this new life.
You're like, what do you do with it?
Like I'm going to go home at six work for next year.
Like what?
And so I think I'm going to enjoy that for a little bit before I did make any
decisions, like the truck's mostly built.
I got to fix a bedside apparently.
And a bunch of hot.
And I think I, I mean, I'm, I think I can do better next year, assuming nothing
breaks.
There's, yeah, there's room for improvement.
Um, there's, there is a little bit of a like, you kind of put yourself in
Ziggler shoes.
You were like the king top dog a couple of years ago, and you show up at this event
and you, oh, oh, okay.
I was like, what is it?
No, Josh, Ziggler.
And I'm like, and you come back and you're like, you know, a couple of things go
wrong, you break an intercooler and you're just like, man, you went from like,
it's like, our employers, man, that's got to be plate and two on three.
Yeah, I get mine from, I get my intercooler from China built tough.
Yeah.
But so I'm getting out as a, like there is that, that fear people have.
Everyone has a little bit of you, you know, cubris or a little bit of ego and it
could get cut down really hard.
You come back and you, I don't care.
You get knocked out.
I don't think that ego has like, it's zero percent care.
I think that it's a matter of how much time I know I'm going to have to put into
it, the money I'm going to have to put into it.
And do I have anything else I want to be doing with my life at that point?
Um, yeah.
I mean, I could lose the next round.
I could fail miserably.
What about coming back and making it more challenging with a pee pump?
How do you feel about that?
You find yourself in a crew.
Yeah.
I'm out.
I want to do that.
Again, knock himself out.
Honestly, I was thinking on my way back, I was like, we need to get you in 72 fast
next year.
No, poor diesel challenge.
Oh my hell.
I didn't even find that fair.
Oh yeah, they did.
I didn't even know.
You could have annihilated the floor.
No, dude, let, let bygones be bygones.
You need to have, you need to do 72 fast with a pee pump.
We know.
No, no, if I'm going to send you fast, we're going to make it fast.
I said, well, if you do, it's too slow, it's too slow.
We're the same thing, but pee pumps.
It's gotta be.
It's gotta be.
And three weeks.
Yeah.
And three weeks.
And VPs.
Yeah.
So you're too slow.
If dude, make it happen.
If you want to do 72 fast, will I will come up here and I'll personally make
your piping kit and it will look really nice.
Well, it's a single turbo.
I could probably do with hose.
No, please, please.
No, let me do it for you.
But I think so.
It's too fast.
So next year, don't really know it's up in there.
People are going to ask you, you don't know it's your way, right?
Or do you know if you're competing next year?
No, I don't own a business.
What if pride in it?
What if they make it where if you are a previous champion, which you both are,
the prizes are doubled.
That's what it is.
It still wouldn't be worth it.
It's like what they didn't.
There's another 50%.
So like 50% kicker.
I would, I'd probably compete against Meyer.
But the problem is I don't know how we do that because our pit crews are.
So there was talk on the way back about like, why don't we both go back?
And then instead of like, instead of just taking number one spot,
we just take the whole top.
Yeah, one and two.
That'd be pretty cool.
That'd be gangster.
Because our trucks are pretty plug and play, like interchangeable for the most
part, like the hard parts.
So the spares kind of cover both of us.
But I don't know if I really like it's a lot of work.
I like it's the recognition for me.
Like, you know, 30 year old me probably would have cared.
I'll bet you if they move the event closer, both of you be very interested.
Oh, if they put it, it in like so, at Bandamere,
dude, I'm running two trucks or yeah, bring everything.
Oh, if they did it in Vegas, I would bring a poor diesel challenge truck,
a 72 fast truck, probably two UCC trucks.
Yeah. No, that'd be fun.
So I feel like part of the negativity for you guys, that trip is
laciously long and you have to like bring it all out there.
Yeah. And then you got to unpack it.
So first you got to Tetris your way there.
Then you got to put like, dude, it's a lot.
I mean, I left all your crew member.
I left my house in California on Sunday at five o'clock.
It is now Tuesday night.
I will get home Wednesday.
Two o'clock in the morning.
So you're talking that's been 12, 10 days, 10, 10 days.
It's like, I don't mind doing it for my or like, you know, like I'll
I'll do it again next year if you want.
But like we were talking to about the pit crew and stuff like that,
like what it would take to do it for somebody you just something off the street.
You never pay me $10,000 to go do that.
I mean, I'm not saying that they should do this, but really I am.
If the top 10 were mostly from the West Coast, the best coast, clearly it needs
to be over here, the event move back to the West Coast.
Sounds like the Midwest boys don't care about winning UCC anymore.
I mean, your last major sign a three year contract with Indianapolis again.
Contacts are made to be broken.
Yeah, I don't.
I'm not a huge fan of UCC and Indy.
I'm really not.
The Salt Lake one to me will always be the coolest one
because it was like pure enthusiasts.
Yeah, everybody I met at that event were all like business owners.
Hardcore.
There was no, it wasn't Redneck Spring Break.
It was like, who's the top dog?
Chris was talking about how they're going to have to make changes to the event
next year because they destroyed that town.
I mean, you couldn't go anywhere without burnout marks.
It was bad.
Scooters got stolen this year.
E-bikes.
It's like, I heard it was record attendance.
They were up on attendance all three days.
Like we were talking, there's like a Facebook group.
A lot of business owners were in like the stands were empty.
I thought.
But the truck count was record.
So I'm not sure, but like a lot of people agreed.
Like I used to not be able to ride a scooter through DPI expo in the middle
of the day.
I could have gone full speed and not hit a person.
Yeah, we weren't in the exos.
I couldn't tell what the foot traffic in there was, but the actual gate
attendance, the event organizers told me we're up highest that they've ever had
all three days.
So means the event will keep coming back, but I don't know, Meyer, if you want to
do it again, I'll, I'll do it.
I got to decide not like my truck, like I will.
I think if a stout competition comes next year, I'd be very tempted to go.
So if I show up.
Yeah, for sure.
If you show up, absolutely.
I mean, if you wanted me to, I just like for the record though, Meyer put
500 points on my score from last year.
I mean, as much as I'd like to take credit for that, like it's not because of me.
It's also because of like the dinosaur.
Like, can we talk, can we talk about real quick?
I want to just, have this on record on the podcast, mostly because
like I'm a little cocky after this event.
So they keep track of how many points you get for each event.
And Meyer had drag race daddy good for 982.3 points.
So drag race daddy lost me 18 points.
Yes.
Okay.
Then dino daddy, 1206.7 points.
And then sledpole step dads combined for 1204.7.
Here is why we didn't get as many points as you got him.
All right.
He took dino daddy's advice and didn't leave on the trans break.
If he left on the trans break, he would have got 1300 points in
the side poll guarantee.
Okay.
Looks like we are out of batteries and guys, I'm running out of battery.
We're running out of batteries.
Any final thoughts real quick before we wrap this down?
I mean, I don't know.
I don't want to sound like super cocky in this podcast.
Like you're not.
Don't worry.
It everything fricking worked and I have so many people to thank for it.
Like the guys in the crew, John for the drag race stuff.
Josh, John was, I told so many people, like if you go to
UCC, if you can get two previous competitors in your pit crew, fricking sweet.
Like it is the best because they know, like I thought I was a good pit crew
member for like you, you were, but I think knowing what I like.
And having competed now, I can do better.
Yeah.
John, like there's just little things you don't think about and just yeah,
I could do better.
Yeah.
Like even just like bringing water, like that was something I always like this
time, every time we went somewhere, I kept bringing a backpack full of water
bottles.
It's like, dude, you get hot in that truck.
I don't care how cool is the cucumber you are.
You get sweaty in there.
Yeah.
It's rough.
Yeah.
Okay.
A lot of people think this was a ton of fun.
Myers got a ridiculously long list of people to thank and I'm not doing it here.
And I'm not going to do it here because we don't have time for it, but we appreciate
you guys listening to this podcast and tuning in and we'll catch you next time
on the Power Driven podcast.
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About this episode
After returning from UCC 2026, the Power Driven Podcast team breaks down how Meyer set the all-time points record. They explain the event’s structure—drag racing, dyno, and sled pulling—plus the scoring math and rule changes like limited drag passes and dyno load/traction constraints. The hosts also get into the build-and-tune grind behind the points run: dyno strategy, nitrous/boost control, drivetrain repeatability, and the kind of pit-crew logistics and repairs that decide who finishes strong.
Original notes
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.
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