Evil R/T Engine Swap Concept - 360 MAGNUM CRATE ENGINE — 390 HORSEPOWER - Dodge Dakota Forum : Custom Dakota Truck Forums
V8 Performance Upgrades for your 5.2 - 5.9 - 4.7 V8

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post #1 of 14 Old 03-15-2010, 01:30 PM Thread Starter
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Evil R/T Engine Swap Concept - 360 MAGNUM CRATE ENGINE — 390 HORSEPOWER

OK
New idea for the Evil R/T. For the price of a blower installed on the 4.7, I can get a crate motor and get the same HP and have options for a supercharger / No2 later

Therefore I'm looking at doing an engine swap to the 5.9l V8 R/T from Mopar

Anyone done this type of engine swap before?
What are the +/- of this type of swap



Mopar 360 Magnum Crate Engine. For those who want more horsepower, Mopar Performance offers an even hotter Magnum 360 now standard with new Magnum R/T Big Valve Cylinder Heads. Our testing produced 390 horsepower at 5300 rpm, with peak torque output of 420 ft.-lbs. at 4400 rpm. Mopar Performance recommends the use of a 750 cfm Holley Carburetor (P4349228 — available through Mopar) and 1 7/8" Exhaust Headers (not available through Mopar). 390 Horsepower, 420 ft.-lbs. Torque

Built with all-new components New Magnum R/T Big Valve Cylinder Heads Distinctive Mopar Performance Cast Aluminum Valve Covers High-Strength Stainless Steel Valves — 2.02" intake and 1.62" exhaust Heavy-Duty Valve Springs Hydraulic Roller Camshaft — 288°/292° duration, 0.501"/0.513" lift Pistons — 9.0:1 compression ratio Single Plane, M1® 4-bbl Aluminum Intake Manifold — includes bosses for MPI conversion (taller than stock — check hood clearance) Double Roller Timing Chain and Sprockets High Volume Oil Pump Center Sump Oil Pan similar to Commando engine Mopar Performance Electronic Ignition Kit with Distributor
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post #2 of 14 Old 03-15-2010, 01:34 PM
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umm cool idea...theres a guy on dak-dur that put a 6.1hemi from a srt8 charger in his durango...more powa! do it! a lot of guys are doing the 5.7 hemi swap into gen 3s havent seen much done to the gen 4s tho. makie it happen bro.


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post #3 of 14 Old 03-15-2010, 01:40 PM Thread Starter
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I'm really thinking about this.
This will open up MANY options for power.
This 4.7 is a nice motor but it's VERY much dummed down from facotry.
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post #4 of 14 Old 03-15-2010, 01:47 PM
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ya not as many options for upgrades and whats there are available is very expensive.
do it up man should be a sweet swap!


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post #5 of 14 Old 03-15-2010, 02:01 PM
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you could build the 4.7 you could get plenty off hp but a 360 a 5.7 or a6.1 would be much beter
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post #6 of 14 Old 03-15-2010, 02:08 PM
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SRT8 2001 Dodge Durango, Yes, 6.1 HEMI IS ALIVE!!! - Dakota Durango Message Board

buzz through this thread and check out the pics and videos


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post #7 of 14 Old 03-15-2010, 02:37 PM
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Your gonna go carbed?? They make a MPI crate also but your not gonna have fun with the wiring

Justin
2000 Amber Fire R/T

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post #8 of 14 Old 03-15-2010, 02:37 PM
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that sounds sick about that durango i would love to do that to a dakota
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post #9 of 14 Old 03-15-2010, 02:42 PM Thread Starter
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Quote:
Originally Posted by AmberFireDaK View Post
Your gonna go carbed?? They make a MPI crate also but your not gonna have fun with the wiring
I know it would have to be carm and a new computer as well but I'm curious as to how much trouble it would be swaping from Fuel Injection to Carb
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post #10 of 14 Old 03-15-2010, 03:10 PM Thread Starter
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OK the 5.9 Crate is Carb and I would rather do a Fuel injected motor.
Therefore, I'm looking at the 6.1l as another option.
http://www.bouchillonperformance.com...67_PASSIDE.jpg

Specs: ... See More
Type: LSX 7.4L
Displacement: 454 Cubic Inches
Compression Ratio: 11:1
Bore x Stroke: 4.070 x 4.100
Rev Limit: 7000 RPM
Crank: Callies
Rods: Callies
Pistons: Mahle Motorsports
Cam: Mast LS3 Core Custom Cam
Heads: Mast CNC LS3/L92 Heads
Intake: GMPP L76/L92 Intake
Valve Springs: Pac 1518 Nitrided Beehive

The LSX 454's heart and soul is the new GM Performance LSX iron block. This LSX engine family utilizes a Mast Motorsports engineered camshaft that is custom ground on a Mast Motorsports LS3 cam core. The 454 foundation is a fully machined iron block with a forged Callies rotating assembly with Mahle pistons that is topped off with GMPP LS3/L92 heads and a L76/L92 intake manifold. ARP fasteners are used throughout and Manley pushrods ride on GM Cadillac High RPM hydraulic roller lifters. The LSX 454 HO is a powerful yet reasonably priced offering by Mast Motorsports that has slightly more lope than the LSX 454 with as cast LS3/L92 cylinder heads.

Click here to view dyno chart

Included Components:
LSX Iron Block
Plateau Honed to 4.185
True Surfaced Deck
Engine Block Deburred
Blueprinted Shortblock
GM Car Harmonic Damper
ACL Rod and Crank Bearings
Callies 4.125 Stroked Crankshaft
Callies Compstar Connecting Rods
Custom Mahle Motorsports Pistons
Mast Motorsports LS3/L92 Cylinder Heads
ARP Head Bolts
ARP Main Studs
Cometic Head Gaskets
Mast LS3 Core Custom Hydraulic Roller Cam
LS3 Hydraulic Roller Lifters
Manley 1 Piece Chrome Molly Pushrods
Pac 1518 Nitrided Beehive Valve Springs
M-90 Calibrated ECM
Main Wiring Harness
Dash Harness
Air Mass Harness
Trans Harness
EGO Harness
Bosch EGO Sensor

Fuel Pump Harness
Fan Harness
LS76/L92 Intake
GM 90mm DBW Throttle Body
Bosch Dead Headed Fuel Rail
Bosch LS7 Fuel Injectors
Mast 8 Layer Air Filter with IAT Bung
Intake Air Temperature Sensor

Crankshaft Position Sensor
Camshaft Position Sensor
Oil Pressure Sensor
Oil Temperature Sensor
Engine Coolant Temperature
Engine Knock Sensors
Manifold Air Pressure Sensor
Ignition Coils
Spark Plugs
Plug Wires
GM Foot Pedal
GM Starter
Car Water Pump
LS1 Oil Pan
GM Oil Filter
Mobile 1 Synthetic Oil
Engine Break in Oil Additive

Propriatary Aftermarket ECM
The Mast Motorsports proprietary aftermarket ECM's embedded software integrates real-time, engineering-based physical models of the particular engine design and associated dynamic systems into the engine controller. Specific models include:

• Instantaneous air flow at the throttle
• Instantaneous air flow at the engine intake ports
• Transport (time) delay models for liquid-fuel
• Spark advance compensation for effective in-cylinder conditions at the time of ignition including intake air temperature and cylinder head temperature
• Modeling of temperatures throughout the engine system including air temperatures at the intake port, temperatures at TDC compression, and exhaust temperature
• Speed governor compensation for engine load and speed sensitivity
• Liquid-fuel wall-wetting and vaporization

This proprietary ECM uses model based engine controls that allow the software to compute or accurately estimate thousands of parameters that normally require manual calibration. Therefore there is not need for the calibrations to have thousands of values in tables and rough estimations, the calibrations only have a few physical and easily measurable parameters such as intake manifold volume, exhaust volume, and compression ratio. Using these basic physical constants and small sets of sensor input data, the proprietary aftermarket engine controller automatically generates the remaining information required to operate the engine at all speeds, loads, and temperatures. This approach to calibration is not only easier, quicker, and cheaper than a manual point-by-point approach, it is also more accurate over the entire engine operating envelope due to the inability of the calibrator to hold transient operating conditions long enough for proper calibration.

The ECM not only provides engine control functions such as air, fuel, spark, and speed control, the ECMs software also provides Mast Motorsports support of auxiliary functions:

• CAN (J1939) data links to control a complete gauge cluster
• Inputs for Cruise or Roadspeed Control
• Support for auxiliary outputs such as A/C and Radiator Fan Controls

Mast Motorsports supplies simple, user-friendly Windows 9x/2000/XP based PC interface software along with every ECM. This word class software offers capabilities that will be very useful to custom engine tuners, turnkey crate engine builders, and engine installers. This includes:

• Graphical gauge outputs for all variables
• Strip chart or 'oscilloscope' graphing in real-time of user-defined variables

Mast Motorsports proprietary aftermarket ECM also integrates world-class diagnostic systems into the control package for tuners, builders, and installers. These diagnostics include:

• Automatic control system state snapshot storage at the time of occurrence of a fault with user definable parameter storage support
• Automatic flight-data-recorder information stored at the time of occurrence of a fault with both pre- and post-fault data capture with user definable parameter storage support
• Integrated embedded fault diagnosis help screens accessible by clicking directly on the fault indication

The combination of leading-edge embedded control software, ease of calibration, user-friendly interface tool software on multiple platforms, and a rich set of auxiliary functions will set the Mast Motorsports proprietary ECM apart from all aftermarket ECM competitors. Even though the ECM?s software and hardware are more technological and capable than other aftermarket ECMs, it will be competitively priced due to the fact the each hardware component on the PCB is carefully specified to hold to the lowest price target. There is not an extensive array of hardware components that only allow the user to have complicated capabilities which they will never use.

Wideband Knock
Mast Motorsports M-90 ECM is outfitted with "DSP" hardware for the wideband knock sensors used on the latest engines from GM, Ford, and Chrysler. Wideband knock sensors have a flat frequency response which allows them to be used on different engines by adjusting the filter frequency. In the past most high performance engines simply removed the knock sensors so that the engine controls would not retard spark timing on engines with aftermarket cranks, connecting rods, or pistons. At Mast Motorsports each engines knock sensor filter frequency is measured so that the correct frequency is used. This allows knock sensors to be used even on stroked engines will forged cranks, connecting rods, and pistons. When knock sensors are used correctly, spark timing can be safely pushed to the limit increasing horsepower without sacrificing reliability.

Drive By Wire
The M-90 utilizies drive by wire technology which powers state of the art drive by wire throttles. Drive by wire allows for complete control over throttle posision under all circumstances. DBW facilitates much better idle control and better throttle response under transient conditions. Max Speed Govenors are now much smother since they are controlled by throttle posision instead of just cutting fuel and spark. Drive by wire technology has been implemented into the latestest design of American high performance V8 engines including the Corvette's LS2 and LS7, the Mustang 4.6L Cobra and 5.4L Shelby, and the Hemi 5.7L and 6.1L engines.

Adaptive Learn
Mast Motorsports 90 Pin ECM comes standard with single bank Wide Band O2. The ECM's adaptive learn is user configurable to allow the fuel curv
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