A drag race is a competition where two cars race in a straight line. The goal is to get to the finish line as fast as possible, usually over a short distance.
A rebuild is when a worn drivetrain part gets taken apart and repaired or refreshed. Drag racers often rebuild based on how many hard runs the part can survive.
Term
48 are E
“48 are E” is the name of the specific transmission they’re talking about. They’re saying it’s used in their drag truck and asking how many hard runs it can handle before it needs work.
Test passes are practice runs where the team tries the car again and again to see how it performs. They also use them to check whether parts are holding up.
Weight matters in drag racing because a heavier vehicle usually accelerates slower. They’re comparing the weight of the record car to their truck to explain why the times are meaningful.
“Horse” means horsepower, which is how much power the car makes. When they say it “going down the track,” they mean how much power the car is effectively using during the drag run.
“Trans” means the transmission, which is what sends power from the engine to the wheels. In drag racing, it has to handle the extra stress when you add more power.
They’re talking about the engine’s ability to handle the extra strain. When you add power for drag racing, you worry about what breaks first—engine or transmission.
They mean the tires’ grip. If the tires spin instead of grabbing the track, you waste power and the run gets worse—so traction is often the real limit in drag racing.
“R and D” is research and development—basically experimenting and improving parts through testing. Here they’re saying they’ve done a lot of work to make the drivetrain setup better.
Term
snapped the 35 supply
This line is hard to decode from the snippet alone. It sounds like they changed or tested something related to how the car is supplied (like fuel or boost), but we’d need more context to be sure.
A “spline” is the toothed connection between two parts. “35 spline” means the input shaft has 35 teeth that lock into the transmission, and that connection has to handle a lot of twisting force.
The input shaft is the part inside the transmission that first receives power from the engine. If that part can’t handle the force, it can break and take the transmission out.
“3000 horsepower” is used as a benchmark for how much power the drivetrain must handle. The host’s point is that holding that level is “not terribly hard,” while pushing beyond it becomes significantly more difficult due to higher torque and stress on components.
Josh McCormick is the racer the hosts are talking about. They’re saying he’s doing serious drag/sled-pulling runs, where the transmission has to survive a lot of stress.
“Pressure” refers to the force the transmission uses to clamp the clutch packs. More pressure can help the transmission stay locked instead of slipping.
“Dino numbers” means the results from a dyno test. They’re saying after big dyno runs, they had to take the transmission apart to find what was going wrong.
“Slip” means the transmission isn’t fully grabbing. Instead of power going straight through, parts of the drivetrain move at different speeds, which can hurt performance and reliability.
This is how fast the transmission’s “output” spins. It’s important because it tells you whether the gearbox is transferring engine power cleanly or if something is slipping.
Overdrive is a transmission gear that’s designed to make the car run more efficiently at speed. In this case, it means the output spins faster than the engine.
Tire deflection is how much the tire squishes and flexes when it’s loaded. On a dyno, that can make the data look like slip even when the drivetrain is behaving normally.
A chassis dyno measures power with the car’s tires on rollers. The tires flex and absorb some energy, so it can read less than a setup that measures at the hub.
It’s an oil filter made by a company other than the car’s manufacturer. It’s used to keep engine oil clean, but not all aftermarket filters are equally good.
Term
fleet card
A fleet card is a payment card used for company vehicles to buy fuel. Here it sounds like it’s being referenced as part of the story around the car, not a performance modification.
On a drag strip, the “60-foot” number is how fast the car gets off the line in the first 60 feet. Getting that right usually means better launches and better overall times.
The ECM is the car’s main computer for the engine. “Factory ECM” means it’s the original computer from the manufacturer, not an aftermarket replacement.
An ECU is the car’s computer that controls how the engine runs. Haltech makes aftermarket ECUs, meaning they’re added or swapped in to tune the engine—here, for a diesel.
An aftermarket ECU is a different engine computer than what came from the factory. People use them to tune the engine more precisely—especially after mods—so it runs the way they want.
Bosch makes engine computers for cars. In this setup, the speaker says the Bosch ECU is running the diesel engine, while another controller handles the rest of the race functions.
Line locks are a drag-racing brake feature that keeps the car from rolling while you rev. It uses the brake system to “lock” the car in place for staging.
Nitrous control is how the car’s computer manages the nitrous system. It decides when nitrous can be used and helps keep it within safe operating conditions.
A lift pump is a fuel pump that feeds fuel forward so the engine always has supply. On diesel cars, it’s especially important for stable fuel pressure.
Lock-up usually means the automatic transmission’s torque converter clutch engages. That reduces slippage and makes power delivery feel more direct, which can help the car run better.
A shift box is an extra controller that helps manage when the car shifts gears. It’s often used in performance builds to make shifting more consistent and coordinated with other power adders.
A nitrous box is a controller that manages the nitrous system—when it turns on and how it delivers the shot. It helps keep nitrous operation consistent and safer.
An “air cylinder” is a device that uses compressed air to push or pull something. Here, it’s used to physically move the shifter quickly at the right times.
“Haltex” is the electronic controller that decides when the car should shift. It watches things like speed/time and then triggers the shifter at the right moment.
A “12 valve” engine has 12 valves in the engine head that control how air and fuel get in and exhaust gets out. It’s a specific engine design detail that can affect how the engine breathes.
A “turbo system” is the parts that use a turbocharger to make extra engine boost pressure. In this case, the boost is used to power the shifting mechanism.
A “Mac valve” is a valve that controls where pressurized air goes. When it opens, it sends stored boost pressure to the shifter so it can change gears.
An “electronic air solenoid” is an electrically controlled valve for air. It can quickly open or close an air line so the shifting system gets the pressure it needs.
A drag strip is a track made for straight-line acceleration races. Cars do repeated runs so you can compare how fast they are and how well the setup works.
Term
silinoids
The solenoids are the electronic valves that control when nitrous actually gets released. If they’re triggered more times, more nitrous can be used during the test.
Water injection is when a car sprays water into the engine to help it run cooler. Cooler air and combustion can reduce the chance of the engine knocking. People use it when they’re pushing boost and trying to keep things under control.
Black smoke usually means the engine isn’t burning the fuel completely. That often happens when there’s too much fuel for the amount of air the engine is getting. It’s a sign something about the tune or boost is pushing the engine into a rich/inefficient burn.
CFM is a measure of airflow. When people say a cylinder head flows a certain number of CFM, they mean it can move that much air during testing, which affects how much power the engine can make.
“Head” means the cylinder head on the engine. It has the passages where air goes in and exhaust goes out, so if it flows more air, the engine can usually make more power.
Term
law spray
This sounds like a name for a specific nitrous/spray setup they’re using. The transcript isn’t clear enough to say exactly what system it is, but it’s being compared to how much nitrous was used.
A “dyno blip” is a very quick rev on a dyno—like a short tap of the throttle. It can show a brief peak, but it may not reflect how much power the truck makes when you hold it steady.
The Chevrolet Spin is a family-oriented vehicle meant for carrying people and everyday cargo. In this kind of discussion, it’s brought up because it can be used to talk about how tires grip the road and how the car behaves when power is applied.
A hub dyno measures power closer to where the wheels connect to the drivetrain. Because it can reduce tire slip, it can give more consistent numbers than setups that rely on the tires gripping rollers.
On a dyno, “load” is how much resistance the test machine puts on the drivetrain. More load generally means the engine has to work harder, which can change the power reading.
A “competition set” means the rules for how the dyno test is done. If everyone follows the same settings, the power numbers are easier to compare fairly.
Here, “resistance” means how hard the dyno is trying to slow the truck down. Higher resistance usually means the engine is working harder, which affects the dyno results.
Gear changes are when the transmission shifts to a different gear ratio. Because each gear changes how engine RPM relates to the rollers, it can throw off dyno calculations if the test is calibrated for one RPM range.
Torque is the twisting force that helps the car accelerate, especially from low speeds. The dyno can estimate torque using RPM and horsepower, even if it’s not directly measuring torque with a torque sensor.
A downshift is when you shift into a lower gear. That usually makes the engine spin faster, and on a dyno it can affect how the machine calculates torque if the test assumptions don’t match the new RPM.
A dyno pull is a test run on a machine that measures how much power your car makes. The dyno measures things like wheel/roller speed and load, then uses that to calculate horsepower and torque.
Term
big fuel
“Big fuel” means adding extra gasoline to go with the extra oxygen from nitrous. It’s part of keeping the engine from running too lean, but it has to be tuned so it doesn’t cause other problems.
Concept
different competition
They’re saying the rules and how the event is set up determine what tactics are allowed. If you want a different outcome, you may need to compete in a different series or event with different rules.
“Five seconds” sounds like a rule about how long something has to happen to count. It’s meant to stop people from creating a quick, artificial peak that doesn’t last.
The Tesla Semi is a large electric truck used to move cargo. Instead of using diesel, it runs on electricity, which affects how it’s powered and how it’s operated.
Nitrous oxide is a chemical boost system that helps the engine make more power. “Nitrous quantity” means how much of that boost they’re using during the test.
“Dino slapping” is slang for getting big dyno numbers by timing or manipulating the test. The idea is that you might see a high peak reading without the engine being worked in the same way for a long, steady run.
In drag racing, “setup” means how the car or truck is prepared and tuned for the run. It’s the difference between a jerky, inconsistent pull and a smooth one that hooks up and accelerates cleanly.
“Turbo 400” refers to the GM TH400 automatic transmission, known for handling high power and torque. It’s a popular choice in drag racing and high-horsepower builds because it’s robust and widely supported by aftermarket parts.
Drag racing is racing where cars accelerate as fast as possible in a straight line. The way power is measured and delivered matters a lot for getting good launches.
Sled pulling is when a vehicle drags a heavy sled to test power and traction. It’s another kind of event where how the car makes and applies torque matters.
Tuning is adjusting the car’s computer settings so the engine runs the way you want. On a dyno, tuning is how you dial in the right fuel/air and boost behavior for the setup.
Tire choice means which tires you use for the test. On a dyno, different tires grip and roll differently, so they can change the power numbers you see.
Gear ratio is how the transmission multiplies the engine’s turning speed to the wheels. On a dyno, picking the gear ratio changes the RPM and load the engine sees, which can change the measured results.
Term
strapping location
Strapping location is where the dyno straps attach to hold the vehicle in place. It can matter because it changes how the car is held under load, which can affect how consistent the dyno results are.
Concept
dyno slapping it
“Dyno slapping it” means doing a dyno run in a careless way, without setting things up properly. The concern is that the numbers might not be trustworthy, even if the car is making real power.
Hitchhike is a sled-pulling setup trick involving the hitch/connection angle. It changes how the sled pulls on the truck, which can affect traction and control. Race organizers often limit it because it can be used to gain an unfair advantage.
Concept
UCC 2026 rulebook
A rulebook is the official document that lists what’s allowed and what isn’t in a competition. The host is saying that, according to the UCC 2026 rules, their setup was within the legal limits. It also usually includes safety requirements.
Hitch bar angles are the angles of the bars that connect the truck to the sled. Those angles change how hard the sled “pulls back” on the truck. In competition, the rules often limit these angles so teams can’t cheat the setup.
A “chassis swap” usually means you take the car’s main frame/structure out and put a different one in. Here, the speaker says that’s not what happened—they changed parts of the under-structure instead of fully swapping the whole frame.
“Four links” is a type of suspension that uses four arms to control how the axle moves. It helps keep the wheels positioned correctly as the truck goes over bumps or accelerates/brakes.
A “sub chassis” is like a smaller frame bolted to the main frame. It’s used to mount parts more effectively, and in this case it’s part of how they reworked the truck’s under-structure.
Supporting bars are extra metal braces that reinforce the frame. In competitions, rules often limit how you can add them, so the host is talking about what’s allowed and how to stay compliant.
LIVE
Hello, everybody. Welcome back to the powers of him podcast today.
Just mean Meyer wills out riding dirt bikes with his kids up in Washington state,
helping them to have a good time. Yep. And so it's just me and you.
So this might be a 10 minute podcast. I don't want that without will,
like carrying the team and rambling and like, who knows what happens?
Let's just get this out of the way. The Junker. You're welcome.
It's out there. It's alive. It's good. But we have,
I do want to talk today about ultimate college challenge. Obviously Meyer just
won that recently. It's been a month now or so.
And we want to go over comments.
We have had so many positive comments.
We released a video, our whole documentary of it, maybe a week or two ago.
Yep. And people have been just super awesome, super kind, super supportive.
And thank you so much for that. Yeah.
And then I've actually been on the phones a little bit and filling in for one
of our salesmen that is out. And it's been like, it's like nonstop.
It's awesome. Like so many people are like, some guy told me that they had,
he had money for his build because he bet on me winning. I'm like,
I don't know if that's real, but if it is, you had way more faith than I did.
So yeah, it's been, it's been super fun, but let's be honest, be honest.
We're here for the drama. Yeah. We got, we got mean tweets.
I mean, you see 2026 edition.
Yes. We want to talk about some of the comments that we definitely disagree with.
And maybe some clear up some stuff about what this competition actually is.
There's lots of thoughts about what you see should be according to some people.
And I just want to kind of talk about some of the things we're seeing and maybe
clear up the air about why we don't agree with some of the comments.
And I mean, for the most part, I don't think they've been like hourly mean or rude.
No, that's the thing. Cool. It's like, I don't, I think people mostly,
they're just hating the game. They don't have, they don't like telling me,
I'm an idiot. So that's pretty cool. Like most people are pretty awesome.
So we got a list. We kind of print out some bigger comments and we're going to
kind of go over them and discuss them and things like that. So
what do you want to start first? So I'm going to start with the,
we got this printed out here. Start with the drag race.
So I'm just going to go down the list.
Okay. Drag race portion.
Um, some, I guess someone, this is actually again, supportive comment.
How many passes between rebuilds on that 48 are E? Um, great question.
48 are E is a transmission used in this drag truck.
It's a Dodge transmission of a 2003 to 2006, seven early seven.
We build them. So I, I built that one. So before you CC,
we did our test passes. I had eight passes on it. I pulled it apart.
It looked fine. I could have kept going. Um, we're trying a lot of new stuff.
And this is like one of the, I mean, this is like,
you guess the second fastest 48 already truck ever currently.
And the record was set at like 4,300 pounds. I want to say it could be wrong.
And this is this thing's 45 50. So we're not even the lightest. So, um,
what is the fastest past 488? Yeah. 490, 490, 490.
Yeah. Very, very close. Super close.
I was actually constantly disappointed at UCC when I didn't do that.
I was like, ah, man, it was so close and it had it in it, but either way, um,
Phillip Franklin, still the record holder. He even said, he's like, he's like,
you're not there. He's like, what was your mile an hour? I was like, 155.
He's like, well, you got the record there.
So that's not the UT. I was like, yeah. But, um, how many passes? I don't know.
We're still trying to, we're still figuring out these things I would,
just based on what I'm seeing, I, I would assume you could do it a good number of
times. I mean, that's some, that's a good amount of power. I mean,
we averaged 2,600 horse going down the track and the back half was definitely
more than that. So, um, I don't know.
I would, I don't want to put any numbers on it, but I was very confident in that
trans the whole weekend and it was possibly false confidence, but it was
very confident. Like I was telling someone when it came to the drag race day,
we had one more pass left and I was like talking to John and like,
what do we want to do here? Like, like we can throw more power at it.
And I never even considered, would my engine take it or would the trans take it?
I only ever thought of, will the tires take it? Cause I blow off the tires.
That made the passes ruin and it's not a good time. So we added power to the
variant.
That's a pretty good state of mind to be in where you have ultimate confidence
in your transmission, ultimate confidence in your engine. Like that's pretty
freaking cool. And we've done a lot of research, a lot of, you know, R and D on
the stuff we're doing here. I mean, the transmission you built is amazing.
And that's like when testing day, we snapped the 35 supply and like went down
the track strip the first time on test day and it broke. And I was like, Oh,
I was like, this thing has been awesome.
The 35 spline is an input shaft to transmission. That's the biggest one
currently available.
Sanger sells a bigger one. We haven't found the need for them.
So we're still on 35 splines.
Kind of freak.
I think it was a freak thing. Like we had very little power and very little
passes on that. So I think it was a defective input, but either way,
like the transmission has done everything it was supposed to do from the very
beginning. And so I was like, super confident. And then it snapped.
I was like, Oh boy, here it goes.
You see, see that start.
So I don't know. I don't have an answer for that, but.
But just full disclosure, you didn't have two transmissions for the event.
Yes, they were built purposefully. We took two for a reason.
So let's talk about that a little bit. Yep.
So I had a bunch of like in the drag race trans, I'd done a bunch of drag
racing stuff. It's not like, Oh, you can't dine on that. And vice versa.
You can't dine. You can't drag race on the dino trans.
I just knew that we, in the drag racing transmission, you're doing some stuff
to help keep things alive. Well, that you, you're drilling holes,
you're making changes, things that could possibly not hold as much power.
Now holding 3000 horsepower is not terribly hard.
We're trying to hold more is harder.
And so I wanted with how much issue Josh had had.
Josh McCormick who is the current drag race or sled pulling. Oh my gosh.
Dino. Dino record holder.
He had a lot of issues trying to get the transmission to hold.
So I knew I wanted a fresh unit and I knew I wanted to just like basically
throw everything I could at this transmission.
So I know it would hold. And so that's what we did.
The pressure was jacked. The clutch accounts were a lot.
Just kind of everything to try to make it hold.
So it probably would have drag raced, but I had a good recipe.
I felt like we had never had an issue with the drag race trans
with sense of the chassis swap and a bunch of revisions on it.
And so I just wanted to keep the same recipe.
And so that's why we did it.
Now, last year when Josh did those big dino numbers,
those 4,000 hits out here in Utah, you and him spent a lot of time like,
OK, how do you get the transmission not to slip?
You're yeah, I mean, after every like it's kind of dumb,
but like after every big dino hit, we were pulling the transmission back apart.
And seeing what the problem was. Yeah, that was it.
One hit and then do it again.
And then to pull it back apart, check it out and do it again.
And how much did you data log slip on your run?
00 RPM, no slip.
Yeah, there was nothing like it's cool because I have I have engine RPM.
I have the direct drum speed.
And then I have the output shaft speed, which.
So the engine RPM and the drum direct drum speed should be one to one.
That shows that the direct drum's holding and the forward clutch is holding.
And then your your output shaft speed is going to be over over driven
because you're an overdrive and like you look at the graph
and they all are like linear. They went straight up.
Like if you look at the graph, it's kind of hard to tell if it slipped
or not, like looking at tire speed because there's a little bit of a discrepancy there.
But that's always the case. Any tire you have, there's a little bit
of deflection in the tire and it doesn't.
So that's why like you lose power on a chassis dyno versus like a hub dyno
is because that tires, you're killing your power.
And so you drop, you let off and it'll immediately go down like 100, 200 RPM.
That's normal. It'll do that 1000 horse. It does that 3000 horse.
And so, but like looking at output shaft speed, all those sensors,
they were all extremely linear.
Like there was no slip anywhere in the trans.
So now we can turn it up.
So now we can turn it up.
But there's more in it, as I say, which is I always think so.
It's just more in it so you blow it up, but we can we can try it.
Survived. Yeah, survived.
But I mean, that being said, like looking at the run, I am very hopeful.
I think I think it has, I do think it has more in it.
And I think if we go back, we're shooting for more.
Yeah. So I'm excited for that.
Um, someone said, uh, he must have had that pens oil or
and aftermarket oil filter and that thing, because he was scootin.
Like it's actually a fleet card, but yes, it did work good.
I don't even know that that it's like a second Instagram thing
that's going around or TikTok thing that's going around.
I don't even know that well, but I got the reference. So I got you.
What, what kind of power to wait does it take to go bottom fives,
high fours in a four wheel drive?
Um, well, so it depends on how well you do.
And like you got to figure out your 60 foot game.
So when we did that, you see, we did it all the wrong way
because we were having issues at the starting line.
We weren't leaving as hard as we needed to, but we couldn't leave
harder because you have to run. So I didn't want to just like risk it.
So we kind of just poured the power to the back half.
So when you calculate it out, it was like 25 or 2600 horsepower
to get 4500 pound for 45 40 is what, what the slip said,
because they weigh you after every, um, pass.
So 45 40, it took about 2600 horse to get down the track and in a 490.
That being said, in Vegas, when the track was arguably way worse,
you know, um, it averaged 2100 horse to go a 499.
So that's really, that was, that was 60 foot were way better.
I had, I had that, that was a factory ECM.
So I had a lot more test time on it. And so, yeah.
And then somebody does a pin on how you're good.
You're billed as if you spend a lot of time on your chassis,
so you can really leave hard, you're not going to need as much power.
You're going to make it up the first half. If you don't have that,
you know, like say, pour in the back half, you need lots of power,
make up for a week.
My, my 60 foot in Vegas was a 10th better, like a lot.
And then in, in, or not 10th, there was 8.008.
And then my best ever was in Arizona.
That was a full 10th better than at UCC.
And that was, I think that track got calculated to like 1800 horse to run a 520.
So way better. Like this 2600 horsepower. Cool. It did the job.
It was the wrong way to go fast.
And now we need to work on the short track.
Yeah. If you get that, well, if you get that power and fix the front half,
that thing's going to be, it should be a lot of fun.
Super fast.
I'm excited for it.
Someone said, holy cow, he needs to give a YouTube rundown on how he makes a
Haltech ECU work with a diesel.
So I do enjoy myself, the Haltech, it works really good.
It did exactly what it was supposed to do.
So a Haltech is an aftermarket ECU.
Yep. So like you got ECU masters, fuel tech, Haltech.
It's a gas oriented ECU.
This can run your entire engine, I mean, injectors, timing, all that stuff.
It can run all that stuff.
Yep. It is not doing that on mine.
It currently thinks it's running a single cylinder because you can't actually
turn that portion off, but all it's doing is it's monitoring engine, RPM,
TPS, some of that stuff to get data boost, drive pressure.
It's basically my data logger, um, something like these aftermarket
data loggers you can get.
They're very limited in just stuff.
And so the Haltech's much more modern platform.
It's data logging.
And then it can also take that information and control everything.
So it's controlling everything, but the diesel engine.
So in the past, I ran an 849, like a 0607 ECM.
Um, that was controlling the engine.
That doesn't have great response time at 6,000 RPM.
And so when I knew that's kind of where we were operating in this event.
So we went with the Bosch ECU.
Um, so that's now controlling the engine.
And so the Bosch really has no idea what's going on.
It can actually talk to the Haltech right now, which is pretty great.
But, um, so the Bosch is kind of doing its diesel stuff.
The Haltech is doing the shifting, the nitrous control, the line locks,
the trans brake, um, the fans, the just the lift pump.
Like it's like, if the Bosch controls the engine and fires the injectors,
I have three manual switches in the cab, headlights and windows.
Everything else goes through the Haltech.
When I tell it to lock up, I'm telling the Haltech, Hey, I want you to lock.
It looks and says, are we sure where you want to do it?
Okay, cool.
Do it.
Um, and so everything is going through that.
And it works really, really well.
Like there's a lot of people that had nitrous issues and everything else this
weekend with different, I mean, pretty big brand, um, like big money setups.
And, uh, the Haltech did exactly what I was supposed to do every single time.
So I was super excited about it.
Uh, it controls the waste gates, just all that stuff.
And so it's just really nice to be able to have us one software that you do
everything with cause Cumminscart, like behind us, I mean, it's not nearly as automated
and it has it, it had its own, like a shift box, a nitrous box.
Yeah.
He's different, longer, all these different systems, a, yeah.
What else?
There's other things in there too, but every, everything had its own controller
and it just kind of sucks to get a log into everything to independently to get,
make changes and nothing's that smart.
The Haltech, I can, I can change.
I can use transmission temperature or, um, mile an hour engine, RPM or time or
combination of everything to decide on shifts on anything.
So it's just kind of nice.
Safeties, which have sometimes bitten you.
Yep.
So I did learn that you do, you want to be really careful what
safeties you actually set.
Cause sometimes like if you're cool in temps, only a hundred degrees, you still
want the nitrous to come on, like just do it.
Someone said, did you, did no one see the shifter move by itself?
I'm assuming this is on that YouTube video we did.
Um, it did not move on its own.
So that is, um, that's an old, uh, it's a pro bandit that GTS modified to work
for a 47 re they don't do them anymore, but that's what was in the truck when I
bought it and then I decided I wanted to air shift.
And so that shifter doesn't actually support air shifting.
However, I modified it.
And so instead of having to buy a whole new shifter, I just modified that one.
Um, and so it's got a little air cylinder from McMaster on the back of it.
That slams the shifter forward once for a second and then does it again for third.
And so again, the Haltex controlling that it looks at mile an hour and it
looks at a race time.
So how long it's been since I've let go of the trans break button.
And once everything's met, it slaps the shifter forward once for second.
And then again, for third, and then it also goes in and, you know, locks it up
and everything as well.
But yeah, so yeah, soon the Haltex can be running a 12 valve.
It doesn't even need an ECU.
Yep.
So it works really good.
I, I mean, I'm still playing with other things.
So whatever, but I've been super thrilled with the Haltex so far.
Um, another thing.
Okay.
Someone else commented on this and this is great.
He said either electric or CO2 shifter.
I'm like close.
So I have a boost canister.
If you ever see a picture of inside the truck below the shifter, there's a little
like aluminum can.
I welded up a two inch tube with some caps and stuff, put some gauges on it.
And it uses boost pressure with a check valve and charges the canister for the
turbo system.
Yep.
And so then it uses that pressure to shift.
And so that's how it's shifting.
So the, the Haltex controls a Mac valve and it turns on, um, turns on the Mac
valve, putting air from that canister, which is boost to the shifter.
The Mac valve is a thing that can allow us to air through electronic air
solenoid, electronic air solenoid.
Correct.
Um, okay.
So someone said, so wait, you're telling me that you make more power when there's
not huge, massive black clouds coming out the exhaust.
Um, someone commented, wait till you learn how much nitrous was used.
It's true.
We did use some pretty good spray, but not okay.
So on the drag strip, we're using actually a pretty reasonable amount.
I think our whole test day on Tuesday or on, sorry, on Thursday, we use five
pounds total and we did a couple of spool ups and two rounds down the track.
We turned up the spray a bit at the back half of the, on the second pass on Friday.
And I think we used, I want to say it was like four or five pounds a pass, but
that's a lot, but at the same time, it's really not like that was of everyone.
Um, like talking to, I mean, Ziegler, I think Ziegler runs 17 pounds, 17 pounds
of nitrous, like that's a lot.
And then, I mean, Austin Deutsch also uses a bunch of nitrous.
And so, um, we're definitely using less nitrous than a lot of people going
similar speeds or, you know, fast in the fours anyway, but definitely using
nitrous, but we're definitely using nitrous.
Um, now on the dyno, yes, that was, so on, on the drag strip, that was two
silinoids and one bottle on the dyno.
That was four bottles and six, that's five silinoids run.
So that's 44 bottles and five silinoids.
So that was a crap ton of nitrous.
We're using just as much as basically anyone on the dyno.
Um, and then on the sled pole, we did have a kit.
We had one kit half on just to kind of help, uh, get it go, make it go lean.
So it wasn't going to, um, be hot.
We also had water injection going to help fight that problem, but we actually,
I miss, I didn't think about thoroughly that one bottle ran out.
Like when we got done and cracked the line, there was nothing left in it.
So if you look at the sled pole, the last like two seconds, you can see a little
bit of smoke coming out of the exhaust.
That was pretty much fuel only.
And so, yeah, and that's why it kind of, I mean, I guess it started
to nose over a little bit.
Engine RPM went down to about 5,000 and then, um, it's snuff because I let
out of it because I was about to drive into that air dog guy.
He was like slaying right there with his camera.
You gotta move, right?
I was like, that guy's wild.
It's not really a game of chicken I wanted to play.
But we should address this though.
Like, you know, the sled pole, typical set post of a lot of black smoke.
Most are not allowed to use nitrous.
I mean, I don't think any organizations is allowed to use nitrous.
And so in a field only situation where you're only allowed turbos, it probably
would make more power with a little bit of haze than it would do straight clean.
If you're, if you had turbo systems and I'm going for max power with this
turbo system, you're going to end up having smoke.
Yep.
Um, not as much as the Conrail.
Yeah.
If you're trying to absolutely maximize it, you will make more.
And that does bring me.
So some guys said, wait till you see how much nitrous was used.
Someone else commented, which apparently you have a big fan.
Wait till you see how many CFM that head flows.
It did pull a lot.
However, we also use the law spray, but it wasn't as much.
I mean, honestly, I think it's a very real amount of spray considering what you did.
Yeah.
I mean, I was super happy.
I'm like, if I burn five pounds of nitrous on every pass, like, I'm
totally good.
That's super conservative.
I'm, I'm happy with that.
Yeah.
Um, okay.
Let's go to the dyno.
We got some, like say, we got some stuff printed off to make it easy.
The dyno is a big, oh my gosh.
This one's, yeah, hot topic because people do not.
They get mad about the amount of time it's under low.
They get mad about how quick the runs are and that brings us to our first comment.
Oh, nice.
Still don't get why dyno blips count.
It made that power for 0.05 of a second.
Also use a hub dyno way more accurate, zero worry of exploding tire and no tire spin.
So Meyer doesn't get to set how much resistance the dyno puts on his truck.
That's the competition set.
Everybody has the same load.
They call it, right?
Like you can't say, give me more load.
Actually, they do.
They do.
There's a range.
No, there's a range.
There's a range that you can ask for, but the top in the range is still going to give
us for the top.
Yeah.
So you ask for as much load as you could possibly, they would allow in this competition.
So if you didn't talk to Cody going up on the dyno, he would just give you a blank percent.
I think it's 20% is what he would have given you.
I was like, give me all.
So I had him give me 30.
That's as much as they'll do is 30.
That's what I did.
And I didn't you CC.
Yep.
And so if you have a certain resistance and you give it a certain amount of power,
it's going to go through that resistance pretty quick.
Like you, if you make more power, it's going to be even faster.
So this is the competition that is designed.
This is how they've done it.
If they want to change it, they certainly couldn't.
They have changed it in years past.
I used to do torque plus horsepower, but then people found ways like gear changes,
dynamite and lower gears.
And they said, yeah.
So the problem with the horse torque is that the dyno doesn't measure torque.
It measures horsepower.
It knows how fast it's roller spinning.
It has no idea what torque is the way you tell what torque is.
You say, okay, the engine is going 2000 RPM right now.
It can say like, okay, well, we're making 2000 horsepower or whatever engine
spinning this many RPM, it can do the math and go back to torque.
The problem is the moment you change gears, like let's just say I did a
dyno pull and I had Cody calibrated at 2000 RPM.
I do my first dyno pull and overdrive.
I can get that 3000 whatever horsepower number.
If I downshift it, put it in third and say, okay, I'm going to do this one again.
And I do it in third.
Now my engine RPM is actually way higher.
So when it does the math, it's the dyno thinks I'm at a much lower RPM
than I really am.
And you just, um, your torque numbers will be insane.
You can do the same thing with tire slippage.
You can do the same thing with transmission slippage.
Like, I mean, I could have it start the run at, like if I lowered line pressure,
I could drop the line pressure to where I knew it would slip.
I could start the run at 2000 RPM and then just spray the balls off it,
get the engine RPM up.
The dyno wouldn't know that and I'd make this stupid torque spike.
And, um, so it's very easy to cheat.
So they got rid of that, which I think is a great move.
I do for one, I mean, a lot of people would lug their engines.
That's when you get the huge carnage.
Like we're making power.
We're keeping the nitrous and the big fuel out of it until pretty high RPM.
Yep.
Cause we, we mean, you drove the thing off the dyno, like easily drove up.
Did your big hit, drove down very well planned, very well tuned.
And, um, the engine survives.
So anyway, so this comes like, if you want to see a different thing,
you're just going to have to go to a different competition.
This is how the competition's designed.
And so my also, my thoughts on this is like, okay, someone's, then this case,
like, Oh, make it like that, that shouldn't count.
You should have to do it for five seconds.
Okay.
Well, then I mean, if the competition was making for five seconds,
someone would be like, Oh, well, you should do it for.
Oh, well, first of all, like who goes down the quarter, the eighth mile track
and be like, Oh, well, that shouldn't count.
Like what did you only quarter miles count?
Some guys said it shouldn't count a little less than a minute.
I'm like, what motorsports goes for a minute?
And so like, there's always ways you can do it more.
Like, okay, if someone says, Oh, like half a second doesn't count.
You should do it for a second.
Okay.
Five seconds.
And then some, some like, um, semi truck guys going to be like, or a sled
puller, we're going to be like, Oh, well, you should do it for 15 seconds.
That's what the real power is.
And some semi truck guys going to say, like, Oh, like you should pull
grades for two minutes.
Like that's crazy.
And then some tanker truck or some tanker, whatever is going to be like, Oh,
you should do this for hours.
Like there's always more.
And so the point of the competition is you set down the rules and people try
to figure out how to meet those.
Maximizer setup within the constraints are given.
Yeah.
It's like at the Olympics, it's like, there's so many, you're not going to run
the same pace a hundred meters as you would, or a thousand meters.
Yeah, it's like, it's like, Oh, you did this dash, whatever.
Like try doing that for a marathon.
You can't, that's the whole point.
Yeah.
You can't do that for me.
Like if you wanted to see a marathon, go watch marathon.
Exactly.
So you want to watch something make power for a minute.
You know what, go watch a semi going down the road.
And so another thing is like people talk about a dino slapping, like or nitrous
or nitrous slapping or dino smacks, whatever, like lots of terms for the same
thing where you're under power for that short period of time.
It is true that it's easier on the engine to do that.
Trying to do this big, long pull.
You're making power for longer.
People, a lot of people think that you're faking the dino out.
I don't think that's true.
I was talking to someone recently that was like, Oh, well, you guys are just
slapping the dino, um, like a hub dino, you can't slap it.
I'm like, first of all, the, the strategy, you can, I'm pretty confident
you can still slap a hub dino in the same way.
You're not faking out the dino.
It's not like you're not making 3000 or whatever horsepower.
Like the guy was talking about it and he's talking about his horsepower
numbers he made and his fuel quantity is nitrous quantity.
I was like, you, you made a good number, but you had much less fuel and much
less nitrous.
Yeah.
Do you really like, why do you think I slap mine?
And you, but yours is real.
So because yours is higher.
Yeah.
Of course.
And so either way, like I don't, the whole dino slapping thing, I think
you're truly making the horsepower, but you're doing it in a way that is as
easy on the engine as possible.
I mean, the, the rate at which computers can calculate data now, I don't
think the rate of increase of speed on a dino is even near what a processor
can compute.
I mean, it's like nothing.
So, and I could, like if you think about it, like, I'm sure there's a logic
of like you have slack in the roller or something and then you just like smack
it and you get the pressure sensors to the spike and that gets you this
horsepower number.
That's not like, there's a lot of filtration and stuff that happens in
the data side of that.
Like we, we were at full chuch, full song at 5,100 RPM.
And the dino didn't actually get peak and like register over 3,000 until
like 53, 5,400.
Yes.
There's no slack.
So if I had only made the power for a quarter of a second, I wouldn't have,
it wouldn't have registered the power.
I had to hold the power out.
And actually I knew about this and I had will send me screenshots of our dino
to kind of get a judge of this.
Um, I knew I was going to have to hold the power for at least half a second
in order to make sure the dino even recorded the peak.
And so we made the power for 0.8 something seconds, but the dino, if you look
at it, it's I only really made over over 3,000 for like 0.3 or 0.4.
There's a lot of data filtration there.
So there's no slapping the dino, but there is like a nitrous smack where you're
trying to just get in the power and out of the power as fast as possible.
Because yeah, maybe the engine will take it for half a second, but maybe or one
second, whatever it is, but there's a really good chance it won't take it for
five.
Yeah.
So why risk it?
Um, also,
and pissing through the.
Yeah.
Famous hearing you do that.
Exactly.
Um, I was going to say on that, um,
there was a lot of corners in the dino as there always is.
And it was very impressive to watch your truck drive up there, do one pull, unhook
and drive right off.
Like this, if you made the plan and I mean, I also want to shout to poor boys.
They ultimately did the same thing.
Yeah.
Um, like they're tuned up and everything, like it seemed to work good.
Um, they made more power.
So they ultimately won.
However, I do feel like my dino pull was the smoothest.
That's, that was like something I've been like sweating for months.
It's like trying to think of how to control the setup and how to make it all work.
And so I was really cool to see it.
Like so many people were like, that's the smoothest power I've ever seen.
I'm like, it almost seems like almost like an accident.
I'm like, no, it's not an accident.
Like people.
People think that like, oh, like it didn't look like it really accelerated that
hard before for the, I guess for the people that are like, oh, do that for eight
seconds or whatever for the, I think it was like at least five seconds before the
run I was making between a thousand and 1500 horse sitting there, getting ready.
And then yeah, at 50, 100, everything came in.
And that's why it was so clean as I was ready at 80, 90 pounds of boost.
Yeah.
And everything was very set, very ready.
So yeah, I had two kits and 80, 90 pounds of boost and a decent amount of fuel
making 1500.
And then when I floored it, the rest of it, everything came in.
Like that's why it was clean and why it was smooth is because it didn't go from
zero to 3000.
It went from 1500 to, you know, whatever, 36 something.
And so just crazy.
I mean, numbers like this are just funny to think about where the industry has gone.
Like we're warming up the run at 1500 horsepower.
Like, okay, things are about good.
Now we're 1500 things are nice.
It's equalized at a nice, even 1500 horsepower before you bring in the power.
Like wait, what?
It's like still kind of surreal.
It's weird.
Like also another thing, which poor boys out here just messing that up.
Cause I really like, I don't really have any regrets for the event.
I really wish poor boys hadn't tried to smack the crap out of it and beat me on
the dyno because Josh is the current record holder.
I would love to be in number two.
Like me and Josh, how cool would that be?
Oh, they're Tim Moore ruining our plan, but we do have, it was a big hit.
We do have the first and second highest horsepower 48 because Tim Moore has a
turbo 400.
So that's pretty cool.
Still, I mean, again, huge congrats to him.
He, they smacked it, big number, big number, single turbo, like a lot of
unconventional and they made it happen.
So that's cool.
Pretty cool.
Um, someone said, I think it's time to use a mainline hub dyno.
Um, we could, I mean, I'm not necessarily against it.
I think it'd be cool just to make people, you know, be quiet about that
because everyone's like, oh, I need to do a hub dyno and it would save tires.
I do think that dinos are such a strategy.
There's like, there's a lot of, like there's drag racing.
There's a lot of things that have to happen.
Sled pulling.
There's a lot of things that have to happen.
Dino, like if it's a hub dyno, you kind of get rid of the human factor of how
you strap it down with tire choice and everything else.
Now it's really just a matter of what there's no slip issue.
So you could put your truck in direct.
You don't have to worry about that anymore.
And so really it's just a matter of your tuning.
And a lot of these people are not tuning it themselves.
They're, they're having a tuner do it.
So now you're going to have Ryan Milken racing himself five times or whoever it
is, which I could still see it.
Like I wouldn't be against it and it'd be, it'd be cool.
I don't know if I, I don't think I'm against the change, but it just seems
like there's so, there's not a lot that goes into a dyno currently.
Like now you're going to get rid of the half of it, half the science of the
tire choice, tire pressure choice, the strapping location, the gear, the
gear ratio, all that stuff.
It's like kind of like why.
Um, and someone said like, well, because they wouldn't make as much power.
I'm like, I, I wanted to strap my truck on a hub dyno just to prove that wrong.
Yeah.
I'll throw the exact same set up at it.
Like I'm, I am pretty dang confident that it's not, we're not just dyno slapping it.
Like we're making real power.
Oh yeah.
Um, it's just that.
You know, the hub dyno is, yeah, just more ancient.
I don't know what, what's like, unless people are on it, there's less data on it.
I don't know.
I don't know why people think that you can't fake a hub dyno.
Maybe it's, yeah, I don't know.
I don't think that's true though.
Um, then another guy said pointless.
How much can it take for a minute straight?
Yeah, I'm in a straight.
Less, I promise you that less.
Um, and then, uh, we'll go back to that one.
Someone was given to more a hard time and said that the ramp rate on their
sled pull was wrong.
It's like jumping off the roof onto a bathroom scale.
Oh no, I bet he's talking about our dyno.
Yeah.
Yeah.
He is wildly knackered with that absurd ramp rate.
That's like jumping off the roof onto a bathroom scale.
So like you weigh more.
The denigrafs don't, don't agree with that analogy.
No, that would be a quick spike and drop.
And actually Tim Moore proved this pretty well, I think, because you look at his
run, he didn't spike it.
He, he did a very gradual approach, which I was trying to decide if I wanted to do.
And I think his play was a little bit better.
It slowly brought in everything.
So like faded from 4,000 to 6,000, it just slowly gave him more and more.
Um, and so I don't think he slapped it at all.
And he made more than me.
Yeah.
But I think he might have had a little bit more fuel, like very little more fuel.
But I mean, we're so fuel limited, like that's all it took.
He also had a little bit better correction factor because the, um, the, there's a
storm coming in and so we've got a little more humid, which doesn't matter.
He beat me.
He on his uncorrected number, I think was still a hundred higher than me.
And so yeah, I think his, I think we both made legitimate numbers.
Neither of us smacked anything.
Mine was more on off whereas his was a ramp in, but either way, I think he's
different ways to do it.
I think honestly, I'm probably going to learn something from his run and on my
next ones to try to play a little different scale.
They're the digraphs are, they rise up and they fall.
Just like a normal looking demographic to just way higher than normal.
The art isn't trying to make it make power.
The art is making it survive it.
That's it.
True.
Very true.
So yeah, the dyno always, uh, always a lightning rod for controversy.
Yeah.
And like it's, it's so common.
Like people are like, Oh, like every time anyone does anything, it's like, Oh,
we'll do that for more than a second.
You can always do things for more.
Like there's always a next level.
Yeah, or do it longer.
You build the, you do the build for what you're trying to accomplish tanker.
Like this tanker trucks out there thinking we're idiots.
Like do that for 24 days straight.
They can't.
Absolutely.
You're right.
Definitely can't.
If we can't.
Um, someone in the sled.
So now the set pole, this is where the real, there's a lot of good ones.
Yeah.
The set pole is a fun, you built this crazy awesome thing.
It was pretty cool.
Um, so someone said, now put some weight in the box.
Um, I don't know exactly what they're referring to there.
I would guess we're referring to the weight of the sled.
Yeah, more weight on the sled box, probably, which we would have loved.
I think I've been fine.
I was actually hoping for that because the problem is when you, once you go past
the full pole or the driver or operator, whatever, they hit the brakes on you.
So I had the brakes hitting on, hit on me.
So I don't feel like that's, I mean, it's cool.
Like normal sled pulling is fine.
Cause like, oh, you did a full pole, cool, whatever.
But like we get points of how far we pull regardless.
Right.
So the fact that the brakes pulled on me is kind of bogus.
You got cheated.
Yeah.
I'm like, I would have put even more foot on you guys.
Yes.
Whatever.
Um, so yeah, they are talking, we talked to the techs, people after the event,
they are going to set up the sled a little bit heavier next year that way.
There was actually quite a bit of drama in that, in that meeting, the, the sled
pole company, the people who bring the sled and run the thing, run the sled.
They was, he was pretty upset.
It was great.
She was like, I've never seen anyone go 42 miles an hour before.
I was my, my as a world record, which the sled, like under your distance, it says
a number, which is supposed to be your mile an hour.
And that only said like 32 or something like, no, it was 35, 35 and a half or
something like that.
So I don't know where she got the 42 from.
Um, I'm not sure, by the way, she was not happy by how far the sled was moving
and how fast it was going.
She's like, that's just not safe.
Um, and so they're going to set it up heavier next year, apparently.
So I think that's good.
Because like, yeah, when you got trucks that are like, luckily, I think I was
the only one that the break actually had to be hit on, but if there's multiple,
then like if you both, if I was going or someone was going five miles an hour
faster than me and we both get the break hit on us, he might only put a couple
of feet on me versus 20 would have put 20.
And so I think that's good regardless.
It is unfortunate for the lower power trucks, because then they'll really
struggle getting it out of the hole and stuff.
But I mean, it's the ultimate call challenge.
Like, I'm sorry, I guess.
I don't know.
Uh, someone said, I don't think nitrous is legal in the NTP, a diesel class.
Were you pulling in the NTP, a diesel class?
I was not pulling in the NTP, a diesel class.
But it's funny though, so many people.
Like, I just, I guess I assumed everyone was going to run spray.
Like, I didn't really think much about it.
I think we were one of two people that ran spray.
Um, and everyone's like, go run, spray in the past.
Yeah.
Like they're like, go nitrous, hurts things, whatever.
And I was like, dude, nitrous makes power.
I honestly didn't think I had enough power.
I wasn't sure if I had enough power fuel only.
And so that's why I decided to just spray it a little bit, not crazy, just a
little bit, um, and I didn't have any issues, but at the same time, I do
think fuel only would have been plenty of power as well, but it definitely helped
to get the turbos up because my tuning was not on point.
Like that was a brand new ECM for me.
So I did not have that dialed yet.
So nitrous was a safety.
It was a same factor there.
Like confusing ultimate college challenge with the typical sled pull
competition or it's not like this is the ultimate college challenges.
And it has no rules.
Like the rules are a weight limit and hitchhike.
I mean, they, they have like a page of rules and stuff, just like basic stuff,
half of it safety, but also like, yeah, they, they have it pretty open hitchhike on
purpose because they're looking for what can the industry come up with?
What can these guys build if they weren't limited?
If they had an ultimate build, what would they do?
Yeah, we did it.
Someone said, I almost laid money on the truck, on that truck's not legal.
Um, if you read the sled pulling the whole UCC 2026 rulebook, it was very legal.
The UCC side of the sled pulling side, it was very easy to hit because there
wasn't a lot of rules there.
It's mostly just like how you have to set your truck up.
There's some hitch bar angles and stuff like that, which we caught before the
events.
We actually had to cut the hitch off and re-weld it.
So yeah, we were very, very illegal.
Right on the skirts of being illegal and we didn't want to risk it.
So we're up till three in the morning the night before we worked the whole hitch set up.
Yep.
Yeah, but it definitely passed.
Um, so yeah, then someone else was like, it is essentially the motor and the body.
I'm pretty sure is all they use from drag race.
False.
Very, very false.
Um, and that's kind of getting into another one.
The only thing you took off from the drag race was the axles.
Yeah.
So I get why everyone's calling it a chassis swap.
It, I have called it a chassis swap, I think.
I don't think I have.
You're a chassis dropper.
I don't know.
There is no swap.
No, we removed the axles in the four links, which a lot of people did.
Yep.
And then instead of adding just a couple axles, we had a, we added a whole sub chassis.
So we just added technically there's a disadvantage there because you really
want as much weight in the front as possible.
And so I have a bunch of weight in tubing and stuff, but I didn't want to have to
have this super heavy drag race truck that I'm stuck with for the rest of time
because I want to do an event once.
So that's kind of why we did that.
Um, so yeah, people saying it's a chassis swap.
It's not.
So axles came out.
So my drag truck came up, my axles went out, sled pull chassis went underneath.
We set it down on top.
The, I mean, there's the drag racing frame is still holding everything together.
It's what's mounting the engine, the trans, the everything.
It's mounting the body, all the wiring, the fuel tanks, the shock.
I mean, just everything was still in the drag race chassis.
It was sitting on top of another chassis.
That's all.
So it was not a swap.
And yeah, the reality is people say, like you're adding a chassis or something.
This, but most people at this level are taking out their axles and putting
in a bigger axle.
A lot of people are putting in heavy, heavy duty, sled pull axles.
They're also putting in supporting bars.
So what's the limit of the supporting bars you're allowed?
Yeah.
I mean, you're going to have to get really creative.
The rules to say you can have those supporting bars, but my
can have a supporting bars because they're connected.
Yeah.
Because the front and the back are connected.
Like, yeah, I mean,
Justin will disconnect it and put some plates and reconnect it through the
chair.
I mean, this.
Yeah.
Justin Zeegler.
So he, I mean, he has kind of a similar truck to mine, like in the tube
chassis sense way faster, but similar truck to mine.
And he's got drag racing axles that will not take the sled pole.
And so he was under the same boat.
And so he made a big half inch plate brace system for the back that mounted
the hitch and then a big plate system for the front that mounted the weights.
And so he was doing the same thing.
The only difference is that his, his, we're not connected in the center.
And he decided to do that, whatever I considered that, but it honestly seemed
harder to me to mount and swap that all in because then you got to roll it
around and use forklifts or something to get it all around.
Like, I don't know what his system was, but I didn't have a forklift.
I didn't want to bring a forklift.
Didn't want to rely on forklift.
And so I was like, if I can just have a chassis, like you got to have the
truck high enough to roll the axles out anyway, if I could have the whole
chassis roll underneath, now it's just one complete chassis.
I just have to set the truck on and bolt down.
Otherwise I'm trying to like link up everything, connect the steering,
connect all that stuff.
And it's just, it's a lot.
So we had this quick disconnects on the brake lines, a steering shaft
that slid right onto the orbital valve and then dry shafts.
So I did it because it was the easier option.
I didn't want to have to spend, because like back with UCC with power driven,
it was a whole night swap, trying to get everything all together much easier.
And like nothing else.
There's like so much hardware and stuff.
So bars you had to line up so much hardware to remember and bring and get
together and tight, whereas this, it's like you slide it underneath,
you bolt down a couple of points and you're done.
Yeah, I think it was arguably way easier.
It was marvelous.
That's kind of reason the point like, you know, you should do this with one
truck, not three trucks.
Again, this was one truck, the drag race truck and the dental truck ride,
Anacol, we just swapped the trans.
Swapped the trans because you were wanting to, because I wanted a super trans in
there, just wanted to make sure.
And then yeah, we, we put some lockouts in there with suspension and
added a weight rack to the back.
That is a hundred percent your drag truck on the dyno.
And then for the slit pull that we took off the axles unrolled under a new set
axles that were attached to each other already.
Yeah.
The supporting brackets were supporting the axles.
That's really what you did.
Is that simple?
So to make that illegal or say that's three trucks, I just feels like someone
not paying attention or understanding how this thing works.
Yeah, I don't know.
Um, we'll go through.
I want, there's going to be some more topics on that.
Um, said runs clean once the turbo lights.
Yes, but also runs clean when nitrous comes in.
So as much as I'd love to say, I'm the master tuner.
Nitrous helps.
Nitrous does help a lot because I, yeah, I like, that was my first time down
the drag ship with that ECM.
And I was like, I dined it two or 334 whatever times on our
dyno, just to make sure everything was kind of close.
Like the timings, the timing, I kind of did stuff, but the pressure table,
like after looking at it, it was not where it should have been.
Pilot timing and stuff was not where, like there's a lot of things I needed
to work on and that's why it like spools so terribly at the event.
So it's way better now, but the time can't take too much
credit for the tuning.
It was really just spray.
Messed up track for him, precedents for next guy.
So silly.
I think he's saying that I messed up the track with the dual cuts.
I don't know.
I mean, I feel like this big, wide contact patch, like it's fine.
Yeah, I mean, it's also kind of just sled pulling, you know,
yeah, it happens.
They, they, they prep the track between every pole.
They ran back and forth and all seven.
I'm sure that's not like, that's standard.
Yeah.
Yeah.
You, you draw your, your chips when you pull, I drew the number five
chip and I was like, okay, well, I'm going number five.
I guess that's kind of like, I mean, also the track kind of dries out during
the day.
I mean, there are advantages going early and there's advantages going late
depending on the track, day.
So it works.
Like that's kind of how it works.
So, I mean, to be fair, not only did we not really dig in at the end, but no
one actually got to that point anyway.
So I don't think it, it really affected anyone.
Yeah.
You're welcome guys.
Yeah.
Um,
and this is going to come up a lot.
I'm going to skip it on here, but, um, someone said, good thing, they didn't
have an out of bounds white line painted much after the three 20 ish because
that front tire was sure a long ways left of the track.
And so 22 points on that.
Yes.
First, it was brought up.
It was actually kind of funny.
Um, in the driver's meeting, I had before, before the pole, before the pole in
the driver's meeting, um, Michael Brown asked everyone or asked the lady, is
there something about anything about over out of bounds?
He said, last year, apparently some issues with that, whatever he's like, is
there an out of bounds?
She said, no, there is no out of bounds.
Don't hit the fence.
Don't hit the barrier.
Uh, you keep it between those two things.
It does not matter.
There's no out of bounds.
I was like, cool.
The reason the chalk lines were there in the first place is there was a pole
earlier to six class pole.
That was not anything to do with UCC.
They probably had out of bounds, probably counted.
And that's why the lines were there.
But for your class, they did not bounce is not matter.
Correct.
And then, so after we asked that, I was like, okay, there's no out of bounds,
which I want to clarify on the pole.
I was definitely like out of bounds.
However, first of all, it's a good thing.
They didn't have out of bounds because I was doing everything.
I could to keep that thing straight.
But when they hit the brakes, like the, the sled, like lost its rudder.
And so I just like kicked the back of the truck out.
So you look, I didn't turn left.
The back came and pointed me left.
Yeah.
Um, so it was good thing.
They didn't have out of bounds because that would have been kind of rough
because like I was nothing I was going to do about that.
My steering wasn't great.
The drag racing pump was not as ideal as it could have been.
Um, but after Michael Brown asked about, um, out of bounds, I was like, okay,
well, you said, don't hit the fence or don't hit the barrier.
I was like, what about the fence on the end?
And she laughed and I was like, okay, cool.
Like, I know it's like funny, but like, what about actually though?
And she's like, I promise you, you're not going to hit the fence on the end.
I was like, cool, perfect.
That's all I need to know.
So like a lot of people were sweating it.
Like when the sled was light, they're like, dude, like what happened?
Like when we keep going with this thing, like what's going to happen?
And I was like, she promised me I was not going to hit that fence.
So when I'm five inches from that fence, I'm not letting out.
I'm just going to, I still have complete faith that she was right.
Now you did say something quickly needed to clarify.
I said, when the sled was light, so there was some controversy in the
sled pull because the first couple of people went and the sled was set up way
too light for the class, someone set it up to be like for a 26 truck,
which I don't know sled pulling.
So I'm sure there's more to it that I don't know and I don't understand,
but I can't imagine looking at that line of trucks waiting to sled pull and
being like, yeah, a 1200 horsepower truck with, with like mud grabs is
anywhere about the same level as these trucks that are about to come down.
Yeah, it's crazy.
And so what happened was is after a couple of people pulled,
they increased the speed of the weight box.
Sorry, they did not increase the weight.
They just made the weight box come up faster.
So it hit the pan harder, quicker.
So all that kind of stuff.
So there's a lot of controversy.
They offered people to repull if they wanted to, or they give them a penalty on
their, yep, they said, you can either get 30 feet taken out of your score or
you can repull, you can repull.
And so most people took the 30 feet, the two people took the 30 feet because
they both, I talked to them both.
They were like, yeah, my truck runs.
I love it.
Just keep running.
Like I'm okay with it.
So,
so that's what happened with this thing.
And so by the time you got there, the sled was already fast.
They had made the change.
And so you got the heavy, the heavy or heavier, the faster moving sled or
weight box, excuse me.
Yeah.
And all but the first two guys.
So, um, I don't want to say his last name, but it was a gray fourth gen
Travis, um, was the first guy to pull.
And then, um, the Lucero brothers who did place third overall, um,
got the light sleds.
They actually pulled 346 feet.
I think they only got points for 311 or something like that.
I could be wrong.
It's 1316, I guess.
I don't know.
But so that's what happened there.
So, so yeah, now you're on the sled and you're, people are saying, you,
you went out of bounds.
So we said, okay, first, there is no other man.
Second, the second thing I learned was that in sled pulling, once you go to a
full pull, there is no out of bounds.
Like green is good.
Like, yeah, if once you're out of bound, like once you're past the full pull,
which is the track is done, done.
And there's no out of bounds cause you're no longer on the track.
Now we're not subplotters.
This is second hand.
We don't know this is true, but we have heard this commented in our comments.
People are arguing.
Oh yeah.
I saw there's like, I was like, seriously sitting next to the sled pull track.
And like, I was like looking at, somehow I got like a bunch of notifications and I
looked at comments and like, there's so many people like arguing, like complaining
about it.
And then so many other people were like, no, like Jason Wayman was the one I knew.
It was like, I've known about them.
Like Megatron's like, that's who Josh had sled pull for him in like 2022 or
whenever that was that, that was a thing.
Yeah.
2021, 2021 probably.
Um, and he was out there just battling, fighting the fight.
And I was like, hell yeah, go get him.
Who's great.
Um, but yeah.
So this guy said that, um, it was a long ways to the left of the track.
Let me read it said, just heading to grab some pizza.
So hey, the navigation said, turn left here.
Okay.
What do you want?
Yeah.
So yeah.
So again, no out of bounds in this competition.
And if there was, he's already passed the 300 feet mark when it happened.
So fair and fair both ways around.
Yep.
And I definitely didn't try.
It wasn't like a technique to go off in the grass and like maybe use the
air dog camera guy is like some traction or something.
It wasn't the plan.
He was, that man was wild.
He was like, look at his camera.
I'm like, dude, you're five feet in front of this thing.
Like, yeah, what are you thinking?
You're probably thinking like, hopefully that was like,
um,
and then, uh, what else we got?
Someone said, that's awesome.
How the H did they frame swap something like this so quickly with a cage that
is supposed to be welded to the frame blows my mind.
So again, once again, drag race, chassis, slide, pull chassis over drag race,
chassis down on top of slip.
Yeah.
So it was, it wasn't that hard.
Nine simple choices.
Slide, pull, braced axles.
We'll call it that.
Yeah.
I've been telling people like, oh, see how your frame swap went so well.
I was like, whoa, whoa, whoa.
No frames.
Well, that's not a frame swap.
That would be legal.
Like we didn't do that.
This is a bracing addition.
Yes.
Extreme bracing addition, which is legal, which is there's no reason.
There's no rules against extreme.
I'm getting close on time.
I want to talk about a lot of people talking about the rules and how they
think this competition should be different.
Yeah, I see a lot of that.
People saying, well, they should not be able to even change tires or change
axles or not even changing tires as wild to me.
Yeah, this is the ultimate call out challenge like DPC or not DPC diesel
power challenge, DPC, um, that, that was a rule for them.
I think they couldn't change tires.
Maybe, um, King of the streets actually doesn't have any tire change
rules or axle change rules, but you just have so much going on in the weekend
that you really don't have time for doing because you have five events over
three days instead of three events for three days.
So you're not swapping axles.
You gotta make it work.
Yeah.
You got to just kind of make it work generally.
Um, so I feel like people need to understand like what this competition
is versus other competitions.
Like what you're asking for exists, exists currently as a king of the streets.
That's like what you talk about.
Like it kind of limits what it can do because of the speed of the competitions.
The event is built to be a.
Street truck events, King of the street.
It's a street truck event.
And like, I originally wanted to do King of the street with scrap.
And then I kind of realized like, this is like taking like, this is like a wolf
and sheep's clothing, not to be like arrogant or anything, but this is not a
street truck.
No, I would never consider this a street truck.
It's a street, a bull truck.
I could drive it home right now if I wanted, but it's like, goes against
the nature of the event.
And I felt like if I win this, it's not really like, it would be cool a hundred
percent if I did it in a street truck, but this is like, like, if you're going
there and you're making 3000 horsepower and like this isn't like the truck that
you drive on the street all the time, like it's just, it feels wrong.
Yeah.
And so that's why I decided, nope.
And that's when I started cutting it apart.
And I was like, okay, this is a UCC truck now.
It's not King of the streets.
Yeah.
Very much so.
And so I just, I feel like the ultimate is.
It is the ultimate.
Yeah.
Like, I mean, I think there should be some, a little bit of rules.
And in some ways to like limit people, because you do want a good
competition at the end of the day.
Like you don't want, um, you don't want anything like ridiculous, but like the
one comment I saw that was like, kind of like shocked me or surprised me a
little bit was, um, he said that, um, the sled pull chassis was like arguing
the sled pull chassis is dumb that it's like cheating, not cheating, but like
it's, it should be outlawed because basically it boiled down to the fact
that it proves that money you will, like any whoever's willing to spend the
most money will win.
Obviously they don't know you.
And I'm like, buddy, that is so wrong.
Like, you know who, what was it does when the guy who puts the most time in
the shop after work, like the simple chassis I have, I didn't add it up.
So we'll bought the axles and everything 10 years ago for five grand tires and
everything like, look at those tires.
It's not going to be a shock to you.
And then with the, the Bray, the things that I added, like the, the steering
and buying all the tubing, like people like, Oh, who made your chassis?
Like buddy, I have a, I own a mig welder and bandsaw.
It's like, Oh, did you laser out?
Like just had like all the tubes, like laser it out and cut.
So you just had to weld them together.
I was like, no, I own a band.
Like I sat there on a band saw for out for days, cutting out all the pieces to
make it happen.
Like I have $1,300 in materials, like some paint, some steering stuff, like some of
the, I wanted, I knew it was going to sit outside like the truck.
And so everyone was going to look at everything.
So I did like it lasered out like brackets and stuff for the, for the, some
of the control arms and stuff.
So I did like, I spent a little bit of money like control, like the
Himes and stuff.
And I wanted to look nice cause I knew it was not going to be hidden under a
truck.
I wanted to look cool cause I was like, this thing is going to be awesome.
It's going to be the talk of the event.
I want it to look decent.
But like, seriously, a couple of grand is what I have into that chassis.
Like that is the exact opposite.
You know, it wasn't talked about at all during the event.
The one guy that brought a billet engine, that billet engine probably costs
between the engine and making the truck work for the engine.
I bet it costs more than ever, like more than what I paid to get to the entire
event, 100% and it's fine.
This event is designed for that type of level that, yeah, but, but you don't
complain about your chassis and not complain about billet engines.
Yeah, like this is, I mean, to me, it's like, like the fact that you can do dumb
crap like that levels the playing field because you have people that will just
spend a bunch of money to go to the event and hopefully, you know, by success.
And then you have people like, I don't want to say me, but like, I spent a
bunch of time building that chassis to try to compete with the first people.
And so I think it like levels the playing field.
If you sit there and like outlaw, you let all these big dollar items go and then
outlaw a chassis that someone has to sit there and spend time to make.
Yeah, I don't think it's unfortunate.
I don't, I don't think it's going to happen.
I think we're good, but either way.
And even if it does get outlawed, I'm okay with it.
Like UCC is such a time suck that like, if it's a, if they ban the chassis
and so I can't go anymore, I'm like, cool, I can like devote myself to other things.
Yeah.
Um, but I would like to go again if they didn't outlaw it.
Sure.
But I just like the whole like, oh, money buys success.
I mean, it does, but it doesn't give us by the material.
You have to have a, I mean, I don't want to say that you hire a shop to build
that for you.
No, I mean, I was like thinking about it.
And I'm like, when you think about all the money that a lot of people spent,
like who in the, I don't know of anyone there that built their own engine.
Yeah.
Did anyone build their own engine?
I don't think anyone did.
Everyone bought engines from other people.
Like Will did the machine work for, for me.
And then I put it together.
The transmission, who built their own transmissions?
You did.
I don't think anyone else did.
Like I built the axles.
Like I didn't, I didn't have like just a bunch of money to throw at this project
and buy success.
I built the axles I had.
I traded parts for the front axle and then had to rebuild it completely.
Um, the transfer case I had to build the, I mean, both transfer cases I had to
build, like the chassis I built, like yes, money buys success, but like it
takes money to do it, but like it's not, it's not crazy.
I don't, I don't even have a, like I didn't buy tuning or buy a tuner.
I had to tune it myself.
Um, so yeah, like the whole, like, oh, you have to, you know, money just to show
that you have this, like whoever has the biggest pocketbook wins.
I'm like, I am a testament.
That's not true.
Yeah.
I would say the top trucks yours is by far the least expensive by miles.
The only thing that's even close is the Bosch.
I, there's people that are with, that did not have aftermarket ECUs.
Yeah.
Um, and I did.
And I just knew that in order to compete at that higher PM, we had to have
something better than a factory one.
So that was the expensive part.
Everything else, like super budget.
I would say general, but this event, like it's ultimate college challenge.
Some guys said, you know, there's be street trucks that compete in this event.
I'm like, they're not ones that ever won.
Yeah.
And someone actually responded to that.
And I remember seeing it that they said, like, Oh, that was never UCC.
UCC was like that during like 21 to 24 ish when like some of the big dogs
didn't stop showing up.
And so it was kind of just left.
It was like the smaller contenders that we're just bringing their street trucks.
But now like in the last couple of years, a bunch of big names have come back in
and it's cool again.
Yeah.
All of a sudden it's like, it's awesome.
We got some wild trucks out there.
And so, so yeah, if your goal is to watch competition, that's more street
oriented, they're out there.
If your goal is to watch more of like, what can these guys come up with?
That's what this one is.
It has been invited to this one.
It says even open to the whole world.
Like this is like kind of imitation.
Like you got to kind of prove yourself elsewhere to be invited this competition.
So it's, it's, it's definitely designed to be ultimate of the who's who, the
biggest, fastest, most bad trucks in the industry.
Not designed to be around street trucks.
That's not what this is for.
Cause street trucks are thousands, hundreds of thousands of them out there.
This is for them with the exceptional, the crazy.
So.
Yep.
Um, and like, I mean, in drag racing, I mean, we're not the fastest people.
Like UCC, I mean, you're still capping it a little bit.
Like, um, we're not the fastest people out there.
A lot of promos and stuff going way faster than we were.
Like we're still, we're still truck.
We have to be a truck.
Um, I guess we don't have to be a truck currently, but you have to weigh 44 or
you had to weigh 4,400 pounds.
It's, I think that rule is coming back.
It's going to be a 4,400 pound because they're trying to keep like, this is,
geared towards trucks.
Um, the thing I like about the bucket call out challenge is after every challenge,
they have a meeting with the competitors and say, how did this go?
How do we do next year?
What should we change?
What should we fix?
Yeah.
So they're truly like the people who are designed the rules are the people who
are competing in this competition.
And so if you want to change some of these rules, build a truck, get invited and
go change some rules.
I mean, it's, so you can't be mad at the, these are the people who are
putting in the effort, putting the money, putting the time to come to this
competition and they're the ones who are adjusting the rules, trying to keep it
fair, trying to keep it with each other, a good competition.
And so, but they don't want to limit like, okay, we've built these awesome
trucks, if we accept the rules that the internet proposes, we just have these
trucks that are useless now.
Like they don't meet those, the street truck rules, like why, why it's over.
It's done.
So these guys have built very, very high level trucks and they want to, you know,
see what they can do and competing with those who also have high level trucks.
And so if you want to compete the street truck, there's avenues for you.
This isn't it.
Really, like, I mean, I guess an example of that, like, let's just say, let's
just say things had worked out for Justin Zeigler and he had one.
And I broke miserably placed fifth or whatever, back to back, doesn't matter.
Not, instead of hating on the sled pool setup, people would be saying, oh,
bringing a billed engine to UCC is cheating.
Yeah, that's, that's what the conversation would be.
And so then they'll be talk about rules.
And then my logic there would be the minimum weight is 4,400 pounds.
You didn't, you're fine.
Yeah.
No, obviously, maybe a billed engine can make way more power.
And so that'll matter on this, the dyno, but it doesn't give you advantage everywhere.
It's just the dyno that might give you an advantage.
And I mean, wish he had made a number because we could have known that for
sure, but maybe it's not, maybe he is just that, like his team, whatever, he's
got tuning the strategy figured out to where he's making the power.
And he would do that with a cast block.
Anyway, I mean, he had the record up until this year.
So anyway, yeah, um, yeah, I have a couple of that screenshot on my phone as well.
Um, a lot of people were saying, Oh, the whole purpose of the event is you should
do it with all with one truck and doing a chassis swap.
And nature ruins the nature of the event.
I'm like, again, with the cat chassis swap, it was a bracing addition.
Yes.
But I don't know.
I just like, I can't look at that and say like, Oh yeah, it's definitely a different truck.
Oh, like.
Like, I mean, I know of people that swapped their, like my shorty, I swapped it to
four drive, still the same truck.
And I'm nowhere in my brain is like, this is technically a different truck, but
I'm just going to call it the same truck.
The shorty, I mean, I swapped, I actually legitimately swapped the whole entire
frame axles, everything.
It's the same truck.
Um, yeah, I don't know.
I don't, mean, the truck looks the same.
You like get in it.
It's the exact same truck.
It's like all the bars are there.
It's hard for me to picture like, oh, it's a different truck.
Another thing that, um, I don't remember if I have that screenshot, but it's a
couple of people that have said like, Oh, you doing a chassis edition or bracing
edition, whatever kind of goes against the nature of the event.
Like the extreme people are like, Oh, you should not even change tires.
Okay.
Well, that's, that's DPC.
That event existed and it's gone.
Yeah.
And I'll feel like, Oh, you shouldn't be able to change axles.
Like ultimately, if that is what the organizer wants to do, it's their event.
If that's what they want to do, neuter it.
Like there's, there's two parts through event.
There is the spectator aspect for that.
You want the biggest, craziest, most wild crap that would earn you the name
ultimate college challenge.
And then there's the competitor event.
If you can do a completely outlawed, like if you make it truly unlimited,
there are no rules, be safe and have fun.
The problem with that is that you'll have the one or two guys that are willing
to spend stupid money on it and do everything crazy and have everyone,
some companies build chassis or whatever it is.
And no one will be able to compete with those people.
And the event will die because only two people will race.
Yeah.
And so you have, the orchestrator has to kind of weigh both options.
And I think they've done a pretty good job.
We keep getting more people every year that come in and race and have
fun and compete.
And so they've have just basic limitations.
And so I do think that some limitations are good.
You want to level the playing field enough that it keeps it in the
genre of the event.
You don't want, you don't want pro-mod cars coming out.
Like, I mean, with the chassis idea, the duster could come out.
Like firepunks duster could come out, run a 390 on the drag strip, hit the
dyno pretty easily with a tire change and then go on the sled pole.
It gets strapped to a big old chassis and go.
And so there's nothing actually holding that.
And so they have to decide like, is that something they want to do?
Or they want to keep like the weight limit, maybe it has to be a truck,
something like that to kind of prevent that.
Cause that's, I mean, really this year, that could happen next year.
Yeah.
Well, the weight minimums, the duster had to have a bunch of weight.
And so, yeah, I mean, if that's what they choose to do, that'd be,
yeah, and so if it's legal, it's legal.
Like that's what you're going into.
But like I say, the competitors get to choose.
That's what's so wonderful about it.
Like, what do you guys want to do next year?
What do you guys want?
How do we shoot changes?
And in that meeting, I even told him, I was like, cause I mean,
we're sitting in front of your truck.
We're trying to get it lighter.
The NHR DA weight minimum, it's either going to be 4,200 or 4,000.
Either way, still a couple hundred pounds lighter than it currently is.
And so we're making it lighter.
And I told him, I was like, I'm going to do this.
I'm going to be doing like that to my truck.
It should weigh much lighter than it does now, much lighter than the 4,400
pound minimum by next year.
And I was like, I really think keeping that 4,400 pound minimum is good
because you got a level, like the fast people will still go fast.
But like other people don't feel like they're completely outgunned.
And they're bringing this 5,000 pound land jot to a, to 4,000 pound race.
Yeah.
Like in like, can they ever be competitive?
Um, another thing on that note that I also don't really fully understand is
like a couple of people, like I say, they've said tires and axles, whatever.
Someone said like adding a chassis like that, doing a bracing addition goes
against the nature of the event because the whole point point is that you
should be able to do everything with your one truck and do everything
with your one frame.
It's an art form to build a truck that, and a chassis that can do everything.
Which I fully disagree with.
I would like to find the writing of this nature of this pro of this event.
Like, is that what you decided the nature of the event is?
So I don't, because maybe I don't agree with that.
How much?
I, which is why I have a couple of thoughts.
First, the people doing that, there's two types of people doing that.
There's everyone else doing, using a factory third gen frame that cannot chop
up their third gen frame, because if they chop up their third gen frame,
there's really no easy way to now sled pull anymore.
So they're stuck with their third gen frame or there's people like John
Schrotto.
So John Schrotto did the same thing I did, full tube chassis.
Um, he did not do, not full tube, it's a three quarter half, whatever.
He did not do the front half because he could not, because he had to mount a
weight box, but his truck weighed so little that he needed to put like 3000
pounds in the front.
So he needed a really strong front frame section.
So he couldn't just chop that off.
But he did a back half and he've had to put a big, heavy duty Ford nine in
there, like an overbuilt Ford nine, which was not, not cheap and also not light.
And when he built it, he did it.
Like he was telling me that he did it super overkill with all the tubing and
stuff because he knew he had an amount of hitchback there.
And so he did like, instead of doing a 83 wall Cromoli, he did 120 wall, a bunch of
it. So now the truck weighs 4,900 pounds.
He's got beautiful.
It's a, I mean, it's a great build.
John did a really good job, but because he had, he tried to do that one event
and try to build it to where it would do that event.
He has a 4,900 pound truck and it like pisses him off because my truck, like
he has fiberglass doors.
I have power windows.
Yeah.
He has single turbo.
I have compounds.
He has no radiator front clip.
He has a fiberglass front clip.
He has fiberglass doors.
He got fiberglass bed sides.
I've got steel everywhere.
I've got factory hood, hood latch.
I've got factory core support with a big old, like it's like nine.
It's an 80 pound intercooler and a factory radiator.
I've got all these things that should make me way heavier.
And I weigh 400 pounds less than him.
He does have a solid block.
So he does have that, but either way, 400 pounds, whatever it is less than him.
And it's like dumb.
He ruined his truck.
He did all his fab work and that that is an art form.
He had to do all that stuff to make it be able to do everything.
So that is like in the nature of the event.
I feel like saying like, oh, I had to not cut my factory third gen frame
in order to keep the art of being able to.
All right, Lucas, let's make some radio gold.
What do tell the two customers get?
Surfa obegränsat.
Say it like you mean it.
Surfa obegränsat.
Try to feel something.
Surfa obegränsat.
That's all you got.
Surfa 170.
Lender ingår för utvalda abonnement.
Se villkor på tele 2.se.
Love it. Love that. Love you.
You are number one and we are Teletube.
Maintain the spirit of this.
And it's like, I mean, for dining, it doesn't matter.
So the really you're talking about for drag racing and for drag racing,
like the the art you speak of is throwing stupid power at it.
Yeah, like, I don't want to have to do that.
I don't have to break my crap.
I want to be able to go fast and not break stuff all the time.
And now I'm not just talking about UCC.
I'm talking about the other, you know, the UCC is one event a year.
We do much more drag racing.
Yeah.
And I'd love to be able to just like play around with it.
So if I was stuck at this, this dumb weight minimum.
That it makes no sense to chop my frame and stuff in order to do the event.
It would just suck because then I'm stuck with land yacht the rest of year.
And so yeah, I don't understand the art form of leaving your factory third gen frame.
And then also aside from that, I have a second gen.
Like that's what I decided to race.
My factory frames are not that strong.
So now I'd be trying to box it, which adds more weight.
And my factory axles are not that strong.
They have no chance.
So now I'm basically stuck either putting a M axles in it.
So I'm doing a whole axle swap, adding that much more weight for that, for whatever reason.
For an event.
So I can do a sled pull one time or I'm doing axle swaps at the event.
And if I'm going to do an axle swap at the event, make a lot of sense to put
a really ridiculous axle in there, because why not?
And if you're going to do that, like what's a little bit more bracing?
Well, the ridiculous axles are needed.
How many people broke axles this year?
A couple of people broke axles, but also drive shafts and a lot of
drive line issues this year.
Like I was looking at it.
I was like, I was the only one to make it past the 300 foot mark with power.
Everyone broke before then.
I think there might have been one small exception.
I don't know who it was, but like for the most part, like.
So to do what you want to do, we needed these drive lines.
We needed these axles and they're reliable and they can do what we need to do.
So it's awesome.
Anyway, guys, the ultimate college challenge is what it is.
It's ultimate.
It's not about street trucks.
It's not about not doing crazy stuff.
It's specifically about doing crazy stuff.
That's how I interpret the nature of the competition.
Yeah.
I mean, it's about the, the orchestrator is organizers of the event are trying
to weigh the spectator factor versus the competitor factor.
And I think they're doing a really good job.
I mean, it's very entertaining show.
Lots of people, the attendance is never really an issue.
Lots of trucks and I mean, they're putting on a freaking good show.
We go like a huge range.
So super fun.
We're about out of time.
Do you have any other comments you want to hit before you that you're thinking
about before we sign off on the same?
I am, I'm going through my screenshots, making sure I catch caught everything.
But I guess the one thing I do want to just kind of cover and say is that
like again, lots of people are trying to talk crap or say that this shouldn't
count, that doesn't count.
They have everyone has their opinion and it is what it is.
But there's so many people that were super supportive.
Like it's been super awesome.
Like every time I've, I generally just get messages and asking random questions.
And basically everyone has been starting it off recently with like, Hey,
congrats on you to see, I've got this truck.
I have a question.
I'm like, it's, it's really cool.
And yeah, I mean, it was a, it was a lot of work for a long time to get there.
But it's working.
It is.
It worked really, really well.
So anyway, yeah, guys, ultimate college challenge.
And then a day, every event is subject to its rules.
There's no, I mean, that's how you can't infer, you know, mystical rules or
natures or this is the spirit of some things.
Like, no, you have to set a rules.
That's what people go by.
You can't infer they should do this also.
No, yeah.
I'm looking at all the rules that F1 had to add.
Like that's the whole point of the, if you don't want people to do something,
you have to make the rule, but it's not in the rules.
It's regain.
It's fair game.
I did see one screenshot, two quick things.
Someone's like, Oh, 3000 horsepower, but like still runs tens a lull.
Like, buddy.
Like the day prior, like we're still slow, but that was, I mean,
I've ran eight forties with it, but the guy that I beat to the eighth, that
didn't let out around seven something.
So I would have been like seven eighties probably.
Yeah.
That's a seven second truck.
That was at 147 miles an hour and 155.
Like we're deep in the sevens.
If I was ballsy enough to stay in it, I'm not.
Um, and then the other one was, um, crap, I was going to remember it.
Oh, um, someone said, I assume this is the old Godfather truck with a new
wrap.
No, no, not even close.
It is my race truck scrap.
Um, the Godfather is sitting in pieces everywhere.
That was a, that's the, actually.
Those who curious of what truck it is, if you go back, was it four or five years
ago, we did the Popesaurus is the truck with a camper shell Popesaurus.
The old 12 valve that had just a terrible engine.
It's that truck will parked it when he got Uncle Rico.
And I kind of like, took it over, took it over and commonly I'll swapped it.
And then the progression has been of such.
And what's actually kind of funny, I always laugh whenever I see it.
Um, Brayton Williams, the organizer of diesel in the mountains, which is coming
up in September, awesome event.
I'm definitely going, but, um, if you look at his truck that he did, like
sled pull with, he's got like a second gen, it's a tool drive, second gen that
he sled pulls with sometimes he runs it at the event.
It's got the, it's got the, the bowl in the bed.
That's scratch old bed.
Every time I see it, I'm like, ah, that's the one.
It's got the rust above the wheel.
Well, I was like, cause when I did the back half, I did the bed sides.
And I just, I told, he's mentioned the needing one.
I was like, I got this one.
It's got a big hole cut in it because of the cage, like you're welcome to it.
So that's where it is now.
Nice.
Very cool.
Very cool.
Well, anyway, guys, we do appreciate all the support, all the kind words from the
vast, vast majority of everybody, the few people disagree about that's, that's
fine.
You disagree, just build a truck, go and get invited and try to change the rules.
You can totally do that.
I wish you luck with that.
So anyway, guys, we appreciate you tuning in.
We appreciate your support on this channel.
Please like and subscribe, share this.
If you find it interesting.
And, uh, yeah, thanks a lot.
And we'll see you next time on the power drum podcast.
About this episode
Ultimate College Challenge winner Meyer and Will field “mean tweets” and nitpicky comments, then explain what’s actually going on with their 4x4 drag truck. The biggest debate centers on transmission durability and pass count for their 48RE-based setup, plus whether oil/filter choices mattered. They walk through test data, clutch/slip monitoring, why they brought two transmissions, and how tire deflection can mislead chassis-dyno comparisons. They also address power-to-time questions, track differences, and why improving the 60-foot is the next step.
Myer just won the Ultimate Callout Challenge, and now that the documentary is out, the comments section has some strong opinions about it. Todd and Myer sit down together this week to work through the feedback and clear up a few misconceptions about what UCC actually is.
Most of the response has been positive, and the guys are genuinely grateful for it. But this episode digs into the comments they disagree with, starting with the drag race side of things. The truck runs a 48RE, a Dodge automatic out of the 2003 to 2006 trucks, built around the largest input shaft currently available in a 35 spline. They actually brought two built transmissions to the event on purpose, and they explain why.
On the dyno, a lot of people got upset about how fast the pulls looked and how much time the truck spent under load. They break down why that criticism misses the point. Competitors do not control the resistance on the dyno, the competition sets it, and every truck gets the same load. More power against a fixed resistance just means the run finishes quicker. They also cover why UCC moved away from scoring torque plus horsepower years ago, after competitors found ways to game that formula with gearing.
From there the conversation covers the aftermarket ECU running the whole truck, from injectors to timing, the mag valve controlling the second turbo, and why the nitrous stayed conservative until high rpm to keep the engine alive through the pass.
The sled pull gets its own breakdown too. Some commenters claimed the team ran three different trucks across the weekend. Todd and Myer clear that up. It is one drag chassis that also runs the dyno, then gets an axle and bracing swap for the sled. They also cover the sled weight box getting adjusted mid competition and why there is no out of bounds penalty in this class.
The bigger theme running through the episode is what UCC is actually built for. It is an invitation only event with almost no restrictions outside a weight limit and hitch height, designed to see what the industry can build without limits, not a street truck competition. If this episode got you fired up, subscribe on YouTube and follow along on your favorite podcast platform.
This build runs on parts that get proven under real pressure, not just talked about. If you want that same confidence in your own truck, PowerDriven.com is where to start.
