Stroker kit, Edelbrock heads, long tubes cam and FI for the 360 and I'm a Ford guy. Just brothers me when people take LS route when there's so much information on other engines.
Personally I'm not against the LS route. Depending on budget but I'm a big advocate of same brand engine swaps. If its a dodge I want a dodge engine if it's ford I want a ford engine. That being said iv got a Toyota V8 in my Nissan 240sx. But at the time the cost worked out right.
It’s hard to argue with wasting money when the ls route produces a vehicle that’s super reliable and makes way more horsepower for a fraction of the cost. Unless someone wants to dump money into something as a personal issue . It makes total sense to ls swap anything . Where else can you make a reliable 500 hp for barely over 1k ?
Whin-akota comes out to play.? Love that scoop. Been wanting see the truck and hear it run. Reminds me of the early 80s at the drag strip back when I first saw Big Daddy Don Garlitz in his rail and Kenny Bernstein with his top fuel funny cars. Those JP1 motors w/ nitro methane thrills in the pits made me a gearhead. Thomas, you do have a knack for being a maker. With handmade brackets, small parts, etc. I admire that. Keep it up. Ill keep watching and apreciating your hard work & learning a thing or two.
Thank you david. Iv grown to love that scoop..I wish I could hear some of the things people say while I'm driving it down the road lol. Most people haven't seen anything like that on the streets. I bet there's some funny commentary. I really do enjoy building these things they are just puzzles to me and I feed on the challenge. It usually takes awhile to get a win but when you do it feels great.
The 360 magnum produced a good bit more torque 3k rpm and below than the hemi that replaced it. With a healthy cam, they often produce similar horsepower and maintain that torque advantage. With the addition of an intercooler for that roots blower, youre looking at a recipe for some decent power.
Unfortunately the blower isn't on the truck anymore after building the engine with the pistons iv had for 8 years the compression is just too high for pump gas right now.
I wish I got my blower with the gt500 intercooler but he kept his stocker and they are so expensive to find when you do find one. I plan on going to a 10 rib too eventually. Let me know what you come up with if you would. Iv even though about putting the blower on its own belt.
@@thomasbeyer yeah the water-air intercoolers are a bit pricey as they rarely need replacing or upgrading. They **just** fit inside a kegger but the runners need to be removed almost entirely. There's only about 1" of the runner left. Integrating the water-air intercooler adds a lot of fitment complexity... if i was starting over i'd just run water/methanol and have probably had it running 5 years ago. I'm using a vortech universal 7.8" crank pulley which also **just** clears the water pump pulley. I had to plug the existing bolt holes and drill mopar's pattern into it as well as machine out the centre bore. For the blower pulleys I made a 4-bolt "quick change" hub by machining down a steel ford lightning pulley and drilling/tapping some holes, the hub is to suit edelbrock 10-rib aluminium pulleys which are wayyyyyyy cheaper than any other 10-rib blower pulleys. I'm basically running the blower and water pump on one belt and everything else can go on a separate V-belt. The tensioner is from a cummins ISX. Everything i've read about serpentine belt driven superchargers had led me to believe that you essentially can't have too much tension as long as if you have enough travel for it to not hit the stops. If you get the chance check out "department of boost", they have a great tech article on supercharger belt tensioners and Jason there is something of a water-air intercooling guru. I wish mine was running, it's really cool to see an m122 on a 5.9 magnum and I love your work, but I'm a little disappointed I wasn't the first in the end lol.
I believe my modified tensioner was the ultimate cure all in the end with mine. I came to the same conclusion and gave it way more swing and no more problems. I will definitely check all that other stuff out even if I keep it as one belt and convert everything to 10 rib. Thanks for the info
I love the 1st and 2nd Gen Dakota platform coming from a Ford guy. I prefer the 1st Gen reg cab short bed or the 2nd Gen club cab and of course since I'm a standard trans junkie I've gotta have a 3rd pedal, lol.
I'm working on a Ford 306 and have a centrifugal powerdyne . This is for the truck version of the 5.0 EFI that uses a completely different plenum it's tall long runners for low end torque comes stock with like a dual 50 something TB. I have a BBK dual 61mm. I had a phenolic spacer to make it even taller and throttle body spacer ( lowers peak hp RPM ) but I don't think it clears the dog house of my van. I have this thing ported out so it should hopefully be flowing like high 200s or 300 cfm a tunnel.. I even dimpled some corners and am running water/meth through it. Edelbrock makes an even larger plenum for the truck and I saw one guy who ports them to like mid-upper 300s... crazy amounts of air. I don't know why I have yet to see a mustang running a truck plenum just for fun... maybe it doesn't clear the hood? maybe a 4" cowl would work but yeah I love the 5.0 / 5.8 plenum its like the size of a tunnel ram. Sweet build! Have a lot of work to do myself on a 5 year build but sounds like a blast
The truck manifold definitely has its place if I remember right it has two internally divided plenums I'd like to see a comparison between a ported truck and ported car manifold for sure.
@@thomasbeyer it has capacity to flow more than any of the single TB ones .at least the edelbrock. I always loved that BBK symmetrical one .. But I want to see it creates about 15 to 30 more ft lbs on low end .. I'm hoping it works well with a blower obviously the rest of the engine is modified but I feel like that plenum may be advantageous for multiplying the torque. I did dimple it in sections to help velocity some too.. Im just hoping the water/meth goes all the way down.. I guess a read of intake and egt would be a tell tale. But its in a high top conversion so there was no sense in playing around with anything other than its factory torque intended manifold.. The scary thing is it only weights 4780 lbs. So almost in the same weight as a hellcat at 7.5 feet tall.. With mahogany inside. Wont be close to as fast its really just a cruiser but I still need that torque. Dyno software had the boost head and cam combo at over 500 ft lbs at stall speed of 3000 and this isnt calculating the longer runner torque.. So i welded a truss on my axle.. Have lakewood traction bars but want to make custom caltracs. But thats why the tb spacer as well.. I want my peak at 5400ish thats where I set my WOT shift valve in the aod governer. Slightly conservative . wont be near as nasty as this dakota though lol.
@@thomasbeyer yeah maybe but probably more literally for camping lol ... it's not so subtle like I used a 69 boss 302 spoiler on the back and I am hooking it to a linear actuator so like when I get on the highway I can set the angle of attack from the cab. Good for like 100+ lbs of down force or more depending on angle which isn't a ton but it's more for controlling the yaw. high tops can dance a little on the highway. 4 hood louvers up front and theres 6 gauge pods plus the tach on the dash you can see through the windshield. so without hearing it they know. If anything they probably assume its like 1000 hp so it may be showing too much colors but I kind of wanted that original muscle car attitude where its like a luxury car but you see a tach on the dash or some subtle cue. I also wanted to run a milodon 3 piece gear drive but for now have a cloyes roller. I want that monster truck sound of straight cut teeth. I'm sure youll be able to hear even the powerdyne whistling a little ( which are the quietest blower ) with the louvers. so much work. Your truck makes me want a Supercoupe again... I miss having a roots blower. So much I wanted to but didn't on that car. I've done a lot of porting on this project which kind of took me back to being 19 with no money. If you really want to be inspired by completely crazy whacky custom stuff... look up the "twin supercharged thunderbird" . its silver. Guy paired two M90s to a custom manifold.. this was like years ago.. obviously not as efficient as some modern blowers but still inventive and beautiful.. but he also would do crazy budget stuff like twin T03s on a 351 with a carb. toohighpsi.net/ was a thing of beauty.
That's sic bro !!! Got a 2007 Dakota SLT 4x4 quad cab with the factory 545 trans and factory 14 bolt heavy rear axle. Has the 4.7 rated at 260 hp also factory. Really wanting to do something with it ... Hemi or H.O. and supercharger or turbo. My other truck is a 2008 Ford Sport Trac Adrenalin.
Hey man. If you ever get the chance could you take a measurement from the top of the blower to the bottom of the intake I'm curious how much I would need to clear an A body to fit this
It really depends. If you have time and fab skills but not a lot of money id do it. If you can afford the torqstorm supercharger kit that's what I would do. Or maybe even cheap turbo.
@@thomasbeyerthis is beyond impressive. Would u sell it if u still have it? And with the torqstorm what other upgrades do u recommend? Larger cam? Better heads? I have a 02 ram 1500 4x4 slt plus. It’s nice only has 147xxx it’s the 5.9 gasser
@@devenstone7449 larger cam and a decent performance valve job with some pocket porting and a dual plane unless you want to spend a bunch of time porting the kegger intake.
Is the motor completely stock internals, and if so hows the reliability been? I've seen people on forums say they usually need bearings for more than like 6-8psi, and another youtube channel I watch had one blow with 8 psi
It was stock then. It did fine with the blower. If they blew it up at 8psi sounds like a tuning problem. I was running 11psi with no intercooler for a little over a year. Now it's got ported heads a decent size cam and I went to twin turbos for boost.
@@thomasbeyer Good to know. I want to eventually supercharge mine, I want to make it into a R/T Hellcat, but without swapping an actual hellcat motor in. True endgoal would be built motor supercharged, but supercharging the stock motor to start with would be a hell of a lot cheaper xD
If thats a water cooled supercharger, just out of curiosity, why not tap into the heater core line for a water source or run a line from the drain plug on side of the block to the charger? Thats badass build though.
The supercharger itself isn't water cooled. The intercooler that was in the intake manifold that these came off of is were the water would circulate but you would use ambient temp water and another cooler mounted at the front. If you used engine water it would be constantly heating the air. I will be building an intercooler soon hopefully. Most gt500 owners upgrade the blower and keep the stock cooler so they are hard to get ahold of and very expensive if you do.
I always wanted to put a positive displacement blower on my Dakota but I could never find any adapter plates for them. Is that custom built or did you buy it from someone? Nevermind, just seen in the video
It’s not hard at all . As long as you have a fabrication background . I’m adapting a $300 m122 blower off a Gt 500 to be a top mount draw through for my boat . Along with the other mods it should be over a 500hp 21 foot scarab . Just gotta know how to fab and weld all materials
I’ve got a 99 R/T and this same supercharger, I’m planning on doing this with mine. I was looking forward to seeing some updates from you, but I see you’ve gone the turbo route instead now. I was wondering why you decided to go that route? I was also wondering how you went about lengthening the snout on the super charger, d what you ended up doing with the kegger you modified for this build?
With the aftermarket supercharger pulley I just flipped the pulley around so the ribs are pushed forward. When I built the engine the compression ended up higher than I wanted it so it wasn't planning on going back boosted for a while. Then my friend turboed his 351 ranger and I started thinking about some low boost. And then I turboed it and low boost was good and then like everyone else I kept upping the boost lol. The supercharger was good but I don't think it would make the power levels that mine is at now and definitely not where it's going to be I believe somewhere around 550 flywheel is probably its limit on our less efficient engines. I still have the intake manifold I've had several people ask to buy it but it took a lot of work to make that thing even though it's just a gutted kegger with a plate welded on it. I'd sell it for $450. I ran it with a blower with the lower compression and the stock ish cam for over a year it holds up fine you need to upgrade your valve springs though. It gets into valve float around 4,500 rpm at least it did on mine. Other than that it worked great messing around getting the linkage to work with that throttle body for the TV cable to function properly was fun but I got it done. I don't have that bracket anymore I modified it when I put it on my 1uz.
@@thomasbeyer maybe I’m missing something? The bare aluminum part of the snout on your supercharger, between the black supercharger body, and the black pulley, looks extended. Mine definitely doesn’t have that. Lol that’s funny, it’s too easy to just keep going up with the boost haha. I know I could make more power with a turbo setup, but the price was right on the blower. If I can see 500whp with the right setup, I’d be happy, and if I fall a little short, it’ll still be a fun truck. I’ll keep that in mind for the manifold. I’m planning on going with an Indy mod-man manifold eventually, so I might just save up, and buy once. Thanks for the quick reply! Do you mind if I pick your brain a bit once I get into my build?
@@jasonpedersen4299 yeah no problem. My blower has a bolt on pulley hub adapter and I flipped the pulley around exposing the snout the pulley would usually cover.
That's freaking cool man. We need to hook up sometime I like the truck. Have you seen the single cab with the hellcat swap including interior? He blew the transmission out last week tho.
Good to know i have a 2000 rt with a 408 and a procharger that i want to get a professional tune on and when i was looking around everyone said the hp tuners wasnt working
@@thatbuelldude189 get some Ford motosports 47lbhr injectors. Might get away with 36lb but IV been using these in my supercharged jeep and IV had several turbo jeeps using them. Just the right amount of overkill
YEAH BUDDY !!! Can you get this to King of the World, Scott Anthony McCoy grandson of Austin McCoy ASAP !!! At 3633 Landa St Los Angeles California 90027. If I'm not there give the keys to Brian Decker and he give them to me. Put a Colt Submariner Semi automatic shotgun in or a Colt 45 1911. In need ASAP !!!👑🌎🙉🙊🙈🙏🙏🙏🐺🍀🍀🍀
If your goal is really 400 to the wheels, there's no reason you couldn't make that on a 360. You do not need a hemi for that. A stock short block with drop in flat top pistons better heads and a good cam and converter will make that all day long.
You know how it is 400 today and 500 next week and then 600 the next lol. I agree I think with what I have and a cam it would get there quick.and iv got a set of forged pistons on the shelf for a future rebuild.
@@thomasbeyer stock heads leave a lot to be desired and probably so does the remnants of that kegger. My engine's got about 11:1 compression and eddy heads and should be easily north of 400 NA, with the forged flat tops and rods I should be able to throw a 200-250 shot on top of that. Plenty of power to be had but I do have a bit into it
Iv got aftermarket thicker recast heads and iv ported them. Nothing radical just a decent pocket port. I wanted some eddy's but they weren't in the budget at the time. But people like you supporting keeping the small block makes me feel more confident in continuing with the old 360.
@@thomasbeyer just so you know, richard holdener recently did a test on the caddy sts version of the M122 on a pretty basic 4.8L LS engine and it made 591hp on E85 on the engine dyno. No idea what pulley ratio he was running as it was all run "as is" with their respective factory pulleys, but it shows the M122 rotor pack has a lot of potential.
I keep up with Richard Holden's videos regularly. And oh man do I wish I bought one of those blowers a week before that video lol. I believe this blower will do everything I need it to do for this project. Iv also been keeping an eye out for the next model gt500s TVs blower they aren't cheap yet.
