Great to see an update on Scott's V10 build! Thank you for the shout out! Looking forward to see how you tackle the ECU. Our vote is supercharger for the sounds!!!
@DEBOSSGARAGE you still hating on Saskatchewan and alberta? Your a pos buddy. I tell everyone not to watch you since your a winey little liberal. Stay in your pos liberal province
@@DEBOSSGARAGEhey rich I am looking for a Cummins 4bt to replace the motor in my case 85xt skid steer do you have any idea where I can find a good one thanks in advance
Cool but won't deliver much oomph since it eats the most itself. And putting a lot of strain on the engine while doing so. Considering the somewhat weak nature of the V10 I'd much rather go for mid sized turbos and E85 (if it is available) and heat will only be an issue when doing too long of a burnout at once. Burnouts generally are pretty good at killing your engine and driveline... anyway, the above setup would deliver some 500 - 600 HP reliably as long as everything is done right.
@@PeeterPuncher your completely right especially since they’re more efficient too, however it would be more unique to see a blower set up instead of a turbo/ turbos set up
Something cool about Mod Motors is they come in 2 deck heights. The 4.6,5.0,5.2 have a shorter deck. The GT500 came with a DOHC 5.4L and a DOHC 5.8L. the 6.8L shares the same deck height because its a 5.4L+2cyl. You can even put GT500 con rods and pistons in your V10! If width is your worry, worry not! If a tall deck mod with DOHC can fit, a SOHC 2v tall deck will definitely fit. For what its worth, i think a blower would be EXCELLENT with this engine! Good luck with the build! Ive wanted to put a V10 in one of these for a while. The 3V was notorious for spark plugs but you can get 1pc plugs for them. The 3V heads flow more but a supercharger and your porting should well make up for that! In regard to Holley, I was thinking they have 16 unique "controlers" so you may have to waste spark but each injector could get its own signal for 15 signal outputs. For your brakes, the S197 only had a limited production of GT350s like 15 or something. You're better off with a Willwood or Brembo rear caliper. The E-brake on 8.8in rear ends, weather solid axle or IRS, is the drum kind, not caliper integrated like a fusion or something. That may be where the Ford guys were getting confused, hearing "E-Brake" and "caliper" together or "GT350" and knowing you're working on an S197 Good luck on the project!
The Lincoln Navigator had the original 4Valve 5.4L DOHC mod motor. Just a stroked high deck block, same bore/spacing as the 4.6L V8 DOHC in the Lincoln Mark 8 starting in '93 was the predessor to 96 mustang Cobra (Much interchange) with the coyote. So , should be possible to storke a 5.4L DOHC Lincoln Navigator to the GT500 5.8L. I think the GT500 in 2014 came with the VVT to boot, so maybe the Gen 1 coyote heads will fit a 5.4L Navigator and the VVT can be adapted? Also, Somebody took the 6.8L 3 Valve V10 and some welded up some DOHC Mark 8 heads to give a DOHC 6.8L V10 The V10 three Valve shares the bore and stroke and spacing of the 5.4 V8 mod motor block with two extra cylinders added.
@@ElPants21 I have yet to see any hard evidence that the forged split pin crank will really be an issue. Kenne bell offered blowers for trucks and vans equipped with the triton v10
Split pin does not necessarily mean weak. Look at the GM 3800 V6. They came stock with superchargers. Lots of people turbocharge them, making 500+ hp. The split pin crank doesn't care. But the gearbox and/or rear diff might be another story.
@@michaelblacktree I mean, the triton v10 makes the torque of a supercharged lightning but NA on 87 octane. I agree that the crank will be a non issue.
Matt at Sloppy Mechanics has been preaching the "1 hour a day" hot rod for years now. You can get a lot done in an hour if you hit it hard and have a plan. A couple of decent weekends sneaked in every now and then and things just start getting done. I'm glad to see Scott is making good progress when he can. 👍
@@Dssfox Ford mod motors are junk to begin with. V10 engines in general are not a good idea due to balance issues since they are fired essentially as two inline 5 cylinder engines. Both the Ford and Dodge v10 engines came about due to cost cutting measures to increase displacement at minimal cost without a complete redesign. V8 engines are much better when it comes to design and balance but definitely not the best. The triton v10 gets my vote as the worst sounding engine built in the new millennium and installing loud exhaust should be considered a capital offense. An inefficient engine can have redeeming qualities, my 1988 Ferrari Testarossa came from the factory with 385hp at 5750 rpm from a 4.9L 180 degree v12 with it's pathetic 9.2:1 compression ratio but the harmony of sounds that came through the tubi exhaust more than made up for the lack of horsepower.
@@X3R0D3D Last month I bought a 2021 Huracan Evo and it is essentially a 7 cylinder engine since something happened with the timing and valves decided they wanted to get friendly with the pistons. The car has 21k miles and I got it cheap. I personally hate all vag cars but this one is a flip. A stock engine will only take up to about 1200hp before Rodney pays a visit. The 3000hp cars are using billet blocks and everything internal is aftermarket forged or billet. The Carrera gt and the m5 both had short lived V10 engines. All v10 engines suffer from the fundamental imbalance issue that does not occur in v8 and v12 designs. Just because something can be done doesn't mean it should be done.
Skip the old obsolete blowers since they are horribly inefficient. I supercharged a Triton v10 15+ years ago. I used a kenne bell supercharger kit for a 5.4 engine. The kenne bell supercharger was designed to use the factory ford intake manifold, it has a plate that bolts onto the intake manifold where the throttle body elbow normally lives. It was actually very easy to get everything lined up and working. I can't remember who I sent the heads to for cnc porting. Megasquirt can easily control the ford v10 and it is extremely affordable. I have installed megasquirt on numerous ford v8 trucks. You may want to give John Mihovetz a call, he has numerous mod motor records and is probably the number one mod motor authority. John Mihovetz is the owner of accufab and he recently became the owner of Kenne Bell superchargers.
I honestly think keeping it stock or with some nice ITBS would be awesome. I think a blower or forced induction would take away from it rather than add to its appeal. UNLESS its for performance only then id go turbo for efficiency and ease of adding an intercooler etc.
Awesome build! We had a few issues with our v10 mustang build. 2 valve fuel rails don't like to be run as non-returnless so if he plans on running returnless he might need to use the 3 valve fuel rail. the injectors get overloaded and it dumps a bunch of fuel and tends to smoke a lot and stumble 😂. Also to fit all that's needed is a cowled hood. We had to cut the stock one (but we had a dumby scoop) Depending on the headers(we went with aftermarket. the steering rack will probably need to be adjusted to one of the sides as the height is very close. You can use the stock driveshaft everything lines up like normal. All of the 4.6 a/c lines fit like factory, even with a 6.8 8 rib a/c compressor 4.6 has 6 rib. Some issues we faced was attempting to remove the valve cover on the driver side is somewhat difficult as the brake booster is in the way. The 6.8 intake makes it very difficult to get to the top transmission bolts. I have documentation of pretty much most of the stuff we've done although it's not as pretty as it could be but it all works! I hope he gets everything working, good luck! if you have any questions we have a little experience with this swap.
I like the V10 in my truck. It's super quiet and smooth, pulls good and starts in -40 without being plugged in. I'd like to see a big single on the car.
Almost went this route in my Fox. The 6.8 V10 is the same motor as the 5.4 with just 2 more cylinders along with unique cams and crank (due to length)… everything else is 5.4 parts. 4.6 intakes will require adapters to connect with the heads due to the difference in deck heights but you should be able to modify two 5.4 intakes. Also I was going to use stock style 4.6 motor mounts and found that if I swapped them from side to side that it would move the motor forward a few inches. Also not sure about using 4.6 headers as again there’s a difference in deck height between the 4.6 and 5.4/6.8. Another thing is that no one makes aftermarket cams for the 6.8 and the closest you can get is to contact Comp Cams where you can send your stock cams in and they will weld and regrind the lobs. I really wouldn’t compare this with a 4.6 but would look into any 5.4 swaps for comparisons as the 6.8 is only around 4” longer than a 5.4. In the end I dropped the 6.8 to go with the 5.0 Coyote due to the lack of information and aftermarket support for the 6.8 which is a shame as it’s a good platform.
Needed that speech at 22:59 . Seeing this channel and the crazy things one guy can build alone keeps me working on my project. Cannot wait for an update on this build!
Scott was concern about ECM control for the V10 would a Haltech system work for him? The Skid Factory was able to add many inputs and outputs to the new builds they are working on. All the best from Surrey BC
I don't recall if it was Haltech who told me or someone else (tried dozens of places) when I had a 3valve V10 I wanted to swap. The issue was the V10 firing intervals, 72-72-90-72 or whatever it was. It needed to be done as two five cylinders and that really would up the cost. Another told me there is a V10 generator with a simplified wiring harness that could be adapted and use an aftermarket tuner as the stationary engine is tuned only for idle and operating RPM.
Wow. If you could get some custom cams and valve train to handle more rpm, A set of Weber style injectors would sound incredible at 8000 rpm... Ten stacks sticking through the hood ever so slightly would be beautiful.
Theres a shop down here in the states that specialize in mod motor stuff, modular performance solutions. A few years ago they twin turboed a 6.8 excursion with the stock ecu. Maybe worth getting in contact with them to see what ecu they used
Have you considered a wasted spark system? I’ve seen a highly modified V12 Jag which used a coil on wire setup. However they’d ran into a similar problem, they couldn’t find an ECU that could control all of the cylinders yet give them the tunability they desired. Finlay, I believe it was a company in Australia that came up with the solution. They made up a harness that fired 2 cylinders consecutively, , one on ignition and the other on exhaust. They used a Haldex ECU to control everything, basically as far as the ECU was concerned it was running a 6 cylinder engine.
Maybe you could try getting onto haltech about your ECU situation? You can probably get away with using a haltech ECU with your stock harness and chopping up one of their adapter harnesses or flying looms. The haltech Elite 2500 does 1-12 cylinders.
Blower would be visually exquisite. Properly sized turbos with a correctly designed system will bump the mid and top end without shoving more low end torque into the getrag and 8.8.
Definitely run a blower, a lot cooler. Some food for thought, I'd recommend running a 10-71 or 14-71 blower instead of an 871 purely since the 10 or 14 will keep up with the CU at rpm better than an 871 would. The smaller the blower the harder it has to be turned to create positive pressure, but it will also drastically raise IATs. A 10 or 14 can be driven slower and still move plenty of air while keeping IATs down. Hope to see more updates on this awesome build! EDIT: Also for running a blower, its smart to have the crank machined with another keyway. Dual keyway blower hubs are pretty essential as to not strip the keyway out of the crank snout even in low power applications, though I know you guys know what you're doing just wanted to offer what I can!
Blower would be amazing! But no matter what route Scott will take, it will be done correctly. The attention to detail, and willingness to do something different will immediatly make this my favorite project. 👍 Not just slap some crate ls under the hood, and call it a day.
This is an awesome build. Definitely gives me motivation to work on my project. A lot of setbacks with the engine but an hour or so a week, saving money and it'll probably be done by next summer I hope.
Hi Scott and Rich (and Crew not on camera). Great update. You guys are my therapy. Seeing that you are facing the similar "hurdles", and advice and wisdom. It helps guys, especially first time project guys, like me. The engine and trans, fitting "just like that", I was getting excited! Looking forward to the next update. Thanks
In my time as a dealer tech, the only trouble we saw with the V10s was a local seafood company. They switched their fleet of refrigerated box trucks from diesel (6.0s, shocker) to gasser V10s hoping for less repair costs. Which might have worked if they had drivers that would make sure the trucks got serviced. Combine no oil changes (no kidding, we replaced engines with
I installed the same 2v v10 into a 64 Lincoln continental. I stripped down the factory harness removed Pats to run it on the factory ecu. I remade the intake manifold and flipped the throttle body to the rear of the engine. A bunch of parts had to be made but tuning can be done on the factory ecu.
I like Scott , he is thinking all the time , not just max it out ,always thinking of cost for HP or could there be a smarter way , good luck with motor .
Holley Dominator ECM will do up to V12 with individual drivers for injectors and coils. No wasted spark stuff. Good because you can do individual cylinder timing. Harness will need to be fabricated so get the pin tools and crimpers to fab it.
Fellas, be sure not to use a roots blower, and additionally, be sure TO use equal length headers with a double CARVEN X-pipe (not that stamped magnaflow BS), OR a Y-pipe that increases in diameter for matched flow. Dual 2.5 into single 3.5 or dual 3 into single 4 will be roughly equal flow, so you won't see any restrictions from doing it, unlike the usual same-sized Y-pipes. Also, the X or Y setup itself ALSO has to be equal length, in addition to the headers. As for the ignition, you can do wasted spark 5 cylinder since the Triton has split crank pins and is even fire, just like the Build It Yourself guys are doing.
My 04' 6.8 is a torque monster and 4x4 its moves surprisingly quick for such an large old truck. Its 24.5ft long from gattleguard to bacl of the flarbed, weighs 9213lbs with my tools in it. I love it. Except the horrendous gas mileage in town.
harness and ecu are not an issue. This is a very simple engine. Plenty of low end ecus out there for less than scott mentioned. Scott is more than capable of making a harness from scratch/adding on. looking forward to the build.
A S/C is cool but not sure thats a good idea being the crank is a split journal and the crank snout is a shallow bolt design. There will be a lot of torsional vibration and load on that little crank snout. A turbo setup would be less stress on that crank not to mention it will make more power on less boost. Also there is less real-estate for the added belt drive parts for a S/C.
Ford engineers were running a V-10 mustang at the local Drag way in 2004 it was as fast as the Ford GT in the 11’s spinning the tires on the way down the track.
" I don't know how high its gonna be so I got three hoods incase." LOL I like to see turbo chargers myself. Keep it going Scott want to definitely see an update, cheers.
The 362 hp number is for the 3v. This engine would be rated 310/425. The dominator is the only holley ecu that shows to be able to run a V10. I would love to see that. Im currently planning to swap one of these in my 82 F100.
Im gonna claim it I should back it up. Ford made one, and only one. An air force dudehad an article on his in one of the mustang mags from early 2000s. And the boys currently working on the dohc are up and running and even got most of their tuning bugs worked out. Had their first start last week. It's sick.
Back in the mid to late 90s a guy put a v10 in a 95 or 96 body style mustang. The car was featured in a magazine I don't remember which one. The car didn't have hood at the time but it did run and drive
A v10 mustang has always been one of my favorite ideas and given the 6.8 is on the mod platform it shouldn't be incredibly difficult comparably. Awesome to see someone doing it! Hit a deer in my 07 v6 recently now me and my brother are on the look out for parts cars to make it a track car and I'll just daily my 10 gt. 5.8, 5.4 4v, 5.2, 6.8, 5.0, 4.6 in that order is my dream. Sadly 5.0/6.8 is the tip of my budget. 😂
Take that fugly intake manifold, slice the center out with a circular saw such that just the horizontal portion of the runners remain, then fabricate a plenum in there with a big throttle body. Either that or machine the plenum off the bottom and weld on a bigger plenum and throttle body. Also, I know he said standalone is too expensive. I gotta say, getting into standalone stuff, Speeduino and megasquirt in my case, is so incredibly worth it. It's not at all rocket science, you can DIY a harness no problem. If you can solder and get up to speed on reading diagrams, it's totally doable.
It really is an eclectic crowd when you can count one hand how many people have shoehorned the Ford V10, like BIYS, The Capri, and a few others. I'd love to despite the challenges.
Awesome project! My favorite body style of newer Mustangs, I have 2 09's... If I were not so old and broke I'd try this myself. Waiting as patiently as I can for updates!
Those v10s are really good motors. We have one in a f550 the truck full of tools and what not weighs 15,000 pounds and it’s got no issues. It has a hard life and idles lots cause it’s got a PTO running a picker and a compressor but absolutely zero issues
I'm liking the way your thinking,multiple Mustangs owner for 40yrs. My opinion for induction would have to be supercharged, turbos work well but all that plumbing and intercooler gear is ugly no matter how well done the installment is ,as opposed to basically bolt on blower and all the beauty of that unobstructed V10 staring you in the face. Just my opinion of course. Thanks for sharing this cool project.
I had a chance to go to the Engine Plant in Dearborn Michigan and I got to see two Mustang Car both with V10 motors in them both were prototypes. I'm retired from Harley Davidson l had to take pictures of a Harley Davidson Truck when Ford was doing the Harley Davidson Truck's.
Various levels of Haltech will run it no problem. Wasted spark style is just 5 cylinders paired, which most ECUs will handle as they can often do 6-8 cyl sequential. Bigboy haltechs can do 12cyl sequential with dual DBW throttles even, and it will probably be easier than making something stock working, and less problematic to getting one of Holley's systems working.
One guy I know put a v10 from an ecoline van in a 1996 mustang in the early 2000’s. He was disappointed with dyno numbers 310rwhp and something like 450 tq thru t45 trans. Van intake was way above custom 4” cowl hood.
99-04 ford lightning lowers are pretty easy to find. I helped a buddy cut 2 to make 1 V10 intake. He made a custom top and stuck a M122 off of a shelby on it.
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Great to see an update on Scott's V10 build! Thank you for the shout out! Looking forward to see how you tackle the ECU.
Our vote is supercharger for the sounds!!!
You bet! Will have to race your Continental once we’re done 👀
@@DEBOSSGARAGE Tesla rear brakes for the E-Brake ?
It still might not sound as good as 40 valves.
@DEBOSSGARAGE you still hating on Saskatchewan and alberta? Your a pos buddy. I tell everyone not to watch you since your a winey little liberal. Stay in your pos liberal province
@@DEBOSSGARAGEhey rich I am looking for a Cummins 4bt to replace the motor in my
case 85xt skid steer do you have any idea where I can find a good one thanks in advance
That B I Y duo building the cobra headed v10 4v are extremely impressive. Super underrated channel it’s pretty small but worth a watch.
Scott talks about them at 3:40 he’s watching their build closely!
@@DEBOSSGARAGEI didn’t even get that far in the video! I was too excited to mention them haha. I’ll edit my comment.
@@user-jf6ek2lc3xI was coming to say the same
They're getting a nice boost now i'm sure ;)
@DEBOSSGARAGE as cool as it would be to see something like that on this project, it is a whole project in itself.
A gnarly roots blower sticking out of the hood is always a winning situation
Roots is uber-inefficient, though. Better get a Whipple or KB. More power AND far easier to cool.
Cool but won't deliver much oomph since it eats the most itself. And putting a lot of strain on the engine while doing so. Considering the somewhat weak nature of the V10 I'd much rather go for mid sized turbos and E85 (if it is available) and heat will only be an issue when doing too long of a burnout at once. Burnouts generally are pretty good at killing your engine and driveline... anyway, the above setup would deliver some 500 - 600 HP reliably as long as everything is done right.
A blower would definitely be more cool than turbos.
Agreed.
By cooler I agree if you mean it would be LESS HOT
Turbo/s would make more reliable power on less boost not to mention keep the torsional load off the little short bolt crank snout.
@@PeeterPuncher your completely right especially since they’re more efficient too, however it would be more unique to see a blower set up instead of a turbo/ turbos set up
I get enough turbos shoved down my throat on Cleetus's channel.
Something cool about Mod Motors is they come in 2 deck heights. The 4.6,5.0,5.2 have a shorter deck. The GT500 came with a DOHC 5.4L and a DOHC 5.8L. the 6.8L shares the same deck height because its a 5.4L+2cyl. You can even put GT500 con rods and pistons in your V10! If width is your worry, worry not! If a tall deck mod with DOHC can fit, a SOHC 2v tall deck will definitely fit.
For what its worth, i think a blower would be EXCELLENT with this engine! Good luck with the build! Ive wanted to put a V10 in one of these for a while. The 3V was notorious for spark plugs but you can get 1pc plugs for them. The 3V heads flow more but a supercharger and your porting should well make up for that!
In regard to Holley, I was thinking they have 16 unique "controlers" so you may have to waste spark but each injector could get its own signal for 15 signal outputs.
For your brakes, the S197 only had a limited production of GT350s like 15 or something. You're better off with a Willwood or Brembo rear caliper. The E-brake on 8.8in rear ends, weather solid axle or IRS, is the drum kind, not caliper integrated like a fusion or something. That may be where the Ford guys were getting confused, hearing "E-Brake" and "caliper" together or "GT350" and knowing you're working on an S197
Good luck on the project!
For the brake system on an s197 he'd be better looking at the factory big brake brembo. Came on premium versions.
up
The Lincoln Navigator had the original 4Valve 5.4L DOHC mod motor. Just a stroked high deck block, same bore/spacing as the 4.6L V8 DOHC in the Lincoln Mark 8 starting in '93 was the predessor to 96 mustang Cobra (Much interchange) with the coyote. So , should be possible to storke a 5.4L DOHC Lincoln Navigator to the GT500 5.8L. I think the GT500 in 2014 came with the VVT to boot, so maybe the Gen 1 coyote heads will fit a 5.4L Navigator and the VVT can be adapted? Also, Somebody took the 6.8L 3 Valve V10 and some welded up some DOHC Mark 8 heads to give a DOHC 6.8L V10 The V10 three Valve shares the bore and stroke and spacing of the 5.4 V8 mod motor block with two extra cylinders added.
Gotta throw the blower on it. Imagine the low-end torque 🤤🤤
That's kind of the problem for not grenading that transmission. Nor the split pin crank for that matter
@@ElPants21 those are tomorrow problems bud
@@ElPants21 I have yet to see any hard evidence that the forged split pin crank will really be an issue. Kenne bell offered blowers for trucks and vans equipped with the triton v10
Split pin does not necessarily mean weak. Look at the GM 3800 V6. They came stock with superchargers. Lots of people turbocharge them, making 500+ hp. The split pin crank doesn't care. But the gearbox and/or rear diff might be another story.
@@michaelblacktree I mean, the triton v10 makes the torque of a supercharged lightning but NA on 87 octane. I agree that the crank will be a non issue.
Matt at Sloppy Mechanics has been preaching the "1 hour a day" hot rod for years now. You can get a lot done in an hour if you hit it hard and have a plan. A couple of decent weekends sneaked in every now and then and things just start getting done.
I'm glad to see Scott is making good progress when he can. 👍
That is it… bite here and a bite there and you eat that horse.
i hope he goes for the 2 stroke superchargers since they're kinda built for this specs wise
The blowers used on 2 stroke Diesel engines are horribly inefficient.
@@ChrisHarding-lk3jj 6.8 v10 in a mustang is horribly inefficent aswell, so what?)
@@Dssfox Ford mod motors are junk to begin with. V10 engines in general are not a good idea due to balance issues since they are fired essentially as two inline 5 cylinder engines. Both the Ford and Dodge v10 engines came about due to cost cutting measures to increase displacement at minimal cost without a complete redesign. V8 engines are much better when it comes to design and balance but definitely not the best. The triton v10 gets my vote as the worst sounding engine built in the new millennium and installing loud exhaust should be considered a capital offense.
An inefficient engine can have redeeming qualities, my 1988 Ferrari Testarossa came from the factory with 385hp at 5750 rpm from a 4.9L 180 degree v12 with it's pathetic 9.2:1 compression ratio but the harmony of sounds that came through the tubi exhaust more than made up for the lack of horsepower.
@@ChrisHarding-lk3jj you must not know about the audi/lambo v10s that are bulletproof power built up to 2k-3k hp
@@X3R0D3D Last month I bought a 2021 Huracan Evo and it is essentially a 7 cylinder engine since something happened with the timing and valves decided they wanted to get friendly with the pistons. The car has 21k miles and I got it cheap. I personally hate all vag cars but this one is a flip. A stock engine will only take up to about 1200hp before Rodney pays a visit. The 3000hp cars are using billet blocks and everything internal is aftermarket forged or billet. The Carrera gt and the m5 both had short lived V10 engines. All v10 engines suffer from the fundamental imbalance issue that does not occur in v8 and v12 designs. Just because something can be done doesn't mean it should be done.
Skip the old obsolete blowers since they are horribly inefficient. I supercharged a Triton v10 15+ years ago. I used a kenne bell supercharger kit for a 5.4 engine. The kenne bell supercharger was designed to use the factory ford intake manifold, it has a plate that bolts onto the intake manifold where the throttle body elbow normally lives. It was actually very easy to get everything lined up and working. I can't remember who I sent the heads to for cnc porting.
Megasquirt can easily control the ford v10 and it is extremely affordable. I have installed megasquirt on numerous ford v8 trucks.
You may want to give John Mihovetz a call, he has numerous mod motor records and is probably the number one mod motor authority. John Mihovetz is the owner of accufab and he recently became the owner of Kenne Bell superchargers.
Should Scott put an 8v71 blower supercharger on this or twin turbos?
I think a blower to keep a better power curve
Blower all the way.
I honestly think keeping it stock or with some nice ITBS would be awesome. I think a blower or forced induction would take away from it rather than add to its appeal. UNLESS its for performance only then id go turbo for efficiency and ease of adding an intercooler etc.
Blower or itb n/a
hell yes
Awesome build! We had a few issues with our v10 mustang build. 2 valve fuel rails don't like to be run as non-returnless so if he plans on running returnless he might need to use the 3 valve fuel rail. the injectors get overloaded and it dumps a bunch of fuel and tends to smoke a lot and stumble 😂. Also to fit all that's needed is a cowled hood. We had to cut the stock one (but we had a dumby scoop) Depending on the headers(we went with aftermarket. the steering rack will probably need to be adjusted to one of the sides as the height is very close. You can use the stock driveshaft everything lines up like normal. All of the 4.6 a/c lines fit like factory, even with a 6.8 8 rib a/c compressor 4.6 has 6 rib. Some issues we faced was attempting to remove the valve cover on the driver side is somewhat difficult as the brake booster is in the way. The 6.8 intake makes it very difficult to get to the top transmission bolts. I have documentation of pretty much most of the stuff we've done although it's not as pretty as it could be but it all works! I hope he gets everything working, good luck! if you have any questions we have a little experience with this swap.
I like the V10 in my truck. It's super quiet and smooth, pulls good and starts in -40 without being plugged in. I'd like to see a big single on the car.
Almost went this route in my Fox. The 6.8 V10 is the same motor as the 5.4 with just 2 more cylinders along with unique cams and crank (due to length)… everything else is 5.4 parts. 4.6 intakes will require adapters to connect with the heads due to the difference in deck heights but you should be able to modify two 5.4 intakes.
Also I was going to use stock style 4.6 motor mounts and found that if I swapped them from side to side that it would move the motor forward a few inches. Also not sure about using 4.6 headers as again there’s a difference in deck height between the 4.6 and 5.4/6.8.
Another thing is that no one makes aftermarket cams for the 6.8 and the closest you can get is to contact Comp Cams where you can send your stock cams in and they will weld and regrind the lobs.
I really wouldn’t compare this with a 4.6 but would look into any 5.4 swaps for comparisons as the 6.8 is only around 4” longer than a 5.4.
In the end I dropped the 6.8 to go with the 5.0 Coyote due to the lack of information and aftermarket support for the 6.8 which is a shame as it’s a good platform.
Aren't f150 lightnings a roots blown 5.4l? Might make it easier to match a blower up to the intake using a modified version of that.
Good progress Scott, can't wait to see this one ripping down the road.👍
Needed that speech at 22:59 . Seeing this channel and the crazy things one guy can build alone keeps me working on my project. Cannot wait for an update on this build!
I hope we get to hear it run N/A first before adding forced induction. Would be great to compare.
Scott was concern about ECM control for the V10 would a Haltech system work for him? The Skid Factory was able to add many inputs and outputs to the new builds they are working on. All the best from Surrey BC
Yeah, I was thinking Haltech.
I third that motion, contact Scotty aka Tuning Fork over at Haltech or the crazy Brazilians at Fueltech.
I don't recall if it was Haltech who told me or someone else (tried dozens of places) when I had a 3valve V10 I wanted to swap. The issue was the V10 firing intervals, 72-72-90-72 or whatever it was. It needed to be done as two five cylinders and that really would up the cost. Another told me there is a V10 generator with a simplified wiring harness that could be adapted and use an aftermarket tuner as the stationary engine is tuned only for idle and operating RPM.
I had a 2014 mustang with the mt 82 all stock with 700whp. No issues had like 20 hard drag strip passes ran multiple 6.9 passes in the 1/8th with it.
Wow. If you could get some custom cams and valve train to handle more rpm, A set of Weber style injectors would sound incredible at 8000 rpm...
Ten stacks sticking through the hood ever so slightly would be beautiful.
Theres a shop down here in the states that specialize in mod motor stuff, modular performance solutions. A few years ago they twin turboed a 6.8 excursion with the stock ecu. Maybe worth getting in contact with them to see what ecu they used
Have you considered a wasted spark system? I’ve seen a highly modified V12 Jag which used a coil on wire setup. However they’d ran into a similar problem, they couldn’t find an ECU that could control all of the cylinders yet give them the tunability they desired. Finlay, I believe it was a company in Australia that came up with the solution. They made up a harness that fired 2 cylinders consecutively, , one on ignition and the other on exhaust. They used a Haldex ECU to control everything, basically as far as the ECU was concerned it was running a 6 cylinder engine.
That’s how the build it yourself guys are running that DOHC V10
Those v10s sound amazing with an opened up exhaust. This thing with cams and a blower is gonna be incredible.
I’ve always wanted to see a v10 mustang build ever since I’ve seen the new edge v10 prototype
Banks Power makes some good parts for the Ford v10. Such as headers and other parts. Might be worth looking into.
Blower setup... if your gonna make or modify an intake manifold to fit the v10 ports, my's well accommodate the intake for a blower to bolt to it. 🤟🏼
love the 6.8 in my 1970 F100, the 5 speed really lets you use the powerband. 👍 #v10bumpside
That's a neat sounding swap!
Maybe you could try getting onto haltech about your ECU situation? You can probably get away with using a haltech ECU with your stock harness and chopping up one of their adapter harnesses or flying looms. The haltech Elite 2500 does 1-12 cylinders.
Blower would be visually exquisite. Properly sized turbos with a correctly designed system will bump the mid and top end without shoving more low end torque into the getrag and 8.8.
Definitely run a blower, a lot cooler. Some food for thought, I'd recommend running a 10-71 or 14-71 blower instead of an 871 purely since the 10 or 14 will keep up with the CU at rpm better than an 871 would. The smaller the blower the harder it has to be turned to create positive pressure, but it will also drastically raise IATs. A 10 or 14 can be driven slower and still move plenty of air while keeping IATs down. Hope to see more updates on this awesome build!
EDIT: Also for running a blower, its smart to have the crank machined with another keyway. Dual keyway blower hubs are pretty essential as to not strip the keyway out of the crank snout even in low power applications, though I know you guys know what you're doing just wanted to offer what I can!
This comment needs pinned!
@@andyreid7274 I'm surprised it hasn't been more seen up until you saw it..
I have a 6.8 V10 and it's been a great motor, I've always wondered how great a blower would be. Yes for blower!
Blower would be amazing! But no matter what route Scott will take, it will be done correctly. The attention to detail, and willingness to do something different will immediatly make this my favorite project. 👍 Not just slap some crate ls under the hood, and call it a day.
Looking forward to watching this project. This is going to be exciting.
ITBs! At least until you figure out the power adder. Maybe you can find a grenaded BMW V10 and scab the intake off of that and modify it to fit...
I did not expect that v10 to fit so well
Yeah, this is giving me ideas. There’s an 01 v10 5 miles away for 400 bucks and it runs…
@@thomaskostoroski9985 hell yeah do it brother
@@thomaskostoroski9985Did you buy it?
This is an awesome build. Definitely gives me motivation to work on my project. A lot of setbacks with the engine but an hour or so a week, saving money and it'll probably be done by next summer I hope.
Keep going man!
I love outside the box builds. Im a big coyote swap guy but this is the next best thing and way more unique.
The supercharger is a MUST for this situation. I am SOOOO excited for this build!
I like his approach of get it running first. It really helps motivation when you break the project into smaller pieces.
Hi Scott and Rich (and Crew not on camera). Great update. You guys are my therapy. Seeing that you are facing the similar "hurdles", and advice and wisdom. It helps guys, especially first time project guys, like me. The engine and trans, fitting "just like that", I was getting excited! Looking forward to the next update. Thanks
THANK YOU FOR YOUR EFFORT !
In my time as a dealer tech, the only trouble we saw with the V10s was a local seafood company. They switched their fleet of refrigerated box trucks from diesel (6.0s, shocker) to gasser V10s hoping for less repair costs. Which might have worked if they had drivers that would make sure the trucks got serviced. Combine no oil changes (no kidding, we replaced engines with
I’ve always wanted to put a v10 in a mustang, always thought it would be a cool project. Glad someone finally did it and will do a proper install
You should see the guys who made their V10 4 valve heads and stuffing in a 2017 Lincoln Continental…and made it rear wheel drive.
Huge fan of Scott’s work and vision! 👍
The V10 doesn’t usually get any love at all this is quite awesome actually something different for sure hope it works out
I installed the same 2v v10 into a 64 Lincoln continental. I stripped down the factory harness removed Pats to run it on the factory ecu. I remade the intake manifold and flipped the throttle body to the rear of the engine. A bunch of parts had to be made but tuning can be done on the factory ecu.
This mustang is going to be a ripper. Can’t wait to see those tires smoking. Awesome job and great video
Mad max style scoop on the blower would be like a cherry on top
Roots ftw in this project! I always wanted to put a v10 inna mustang (2005-2010) years. I’ll take notes and great work good sir!
I like Scott , he is thinking all the time , not just max it out ,always thinking of cost for HP or could there be a smarter way , good luck with motor .
Holley Dominator ECM will do up to V12 with individual drivers for injectors and coils. No wasted spark stuff. Good because you can do individual cylinder timing. Harness will need to be fabricated so get the pin tools and crimpers to fab it.
Fellas, be sure not to use a roots blower, and additionally, be sure TO use equal length headers with a double CARVEN X-pipe (not that stamped magnaflow BS), OR a Y-pipe that increases in diameter for matched flow. Dual 2.5 into single 3.5 or dual 3 into single 4 will be roughly equal flow, so you won't see any restrictions from doing it, unlike the usual same-sized Y-pipes. Also, the X or Y setup itself ALSO has to be equal length, in addition to the headers.
As for the ignition, you can do wasted spark 5 cylinder since the Triton has split crank pins and is even fire, just like the Build It Yourself guys are doing.
That's really cool to see a V10 inside of a Mustang! I can't wait to see how the project goes into the future. I'm subscribing to stay tuned!
My 04' 6.8 is a torque monster and 4x4 its moves surprisingly quick for such an large old truck. Its 24.5ft long from gattleguard to bacl of the flarbed, weighs 9213lbs with my tools in it. I love it. Except the horrendous gas mileage in town.
That V-10 is a far cry from my 5.0 82 Mustang GT! This is an awesome build!
harness and ecu are not an issue. This is a very simple engine. Plenty of low end ecus out there for less than scott mentioned. Scott is more than capable of making a harness from scratch/adding on. looking forward to the build.
A S/C is cool but not sure thats a good idea being the crank is a split journal and the crank snout is a shallow bolt design. There will be a lot of torsional vibration and load on that little crank snout. A turbo setup would be less stress on that crank not to mention it will make more power on less boost. Also there is less real-estate for the added belt drive parts for a S/C.
Blower definitely a better look. Also I think the torque he’s looking for will be found. Thing will always be ready to put rubber down.
Ford engineers were running a V-10 mustang at the local Drag way in 2004 it was as fast as the Ford GT in the 11’s spinning the tires on the way down the track.
This is going to be an awesome build guys! Thank you.
I have been itching to see something like this. I really want a 2v v10 in a new edge just to be different, and the torque numbers look crazy
I’m calling for a Blower! Room in that engine bay is very restricted as is, Blower in the valley would look sweet🎉.
i actually think the mt82 is a great idea for the lower revs and the gear ratios are really close ratio'd which should be fun
" I don't know how high its gonna be so I got three hoods incase." LOL I like to see turbo chargers myself. Keep it going Scott want to definitely see an update, cheers.
The 362 hp number is for the 3v. This engine would be rated 310/425.
The dominator is the only holley ecu that shows to be able to run a V10. I would love to see that. Im currently planning to swap one of these in my 82 F100.
It's been done and was downright badass. But tons of custom work. If you can make it work with stock components you be the man.
Im gonna claim it I should back it up. Ford made one, and only one. An air force dudehad an article on his in one of the mustang mags from early 2000s. And the boys currently working on the dohc are up and running and even got most of their tuning bugs worked out. Had their first start last week. It's sick.
Back in the mid to late 90s a guy put a v10 in a 95 or 96 body style mustang. The car was featured in a magazine I don't remember which one. The car didn't have hood at the time but it did run and drive
A v10 mustang has always been one of my favorite ideas and given the 6.8 is on the mod platform it shouldn't be incredibly difficult comparably. Awesome to see someone doing it! Hit a deer in my 07 v6 recently now me and my brother are on the look out for parts cars to make it a track car and I'll just daily my 10 gt. 5.8, 5.4 4v, 5.2, 6.8, 5.0, 4.6 in that order is my dream. Sadly 5.0/6.8 is the tip of my budget. 😂
17:44 in.. i put a 6.8 v10 in a "mustang" back around 2002. It was a 1980 mercury capri foxbody, dressed up to be a "mustang"
Yaaassss the concept car comes to life
Have the same 6.8 V10 in my 09 F350 love that motor you can pull a house with that setup, same gearing as well.
Take that fugly intake manifold, slice the center out with a circular saw such that just the horizontal portion of the runners remain, then fabricate a plenum in there with a big throttle body. Either that or machine the plenum off the bottom and weld on a bigger plenum and throttle body.
Also, I know he said standalone is too expensive. I gotta say, getting into standalone stuff, Speeduino and megasquirt in my case, is so incredibly worth it. It's not at all rocket science, you can DIY a harness no problem. If you can solder and get up to speed on reading diagrams, it's totally doable.
It really is an eclectic crowd when you can count one hand how many people have shoehorned the Ford V10, like BIYS, The Capri, and a few others. I'd love to despite the challenges.
"I don't want to put too much into it"
3 seconds later: "I have 3 hoods"
8-71! That would be sick to see
Possibly unpopular opinion......ITB's with the trumpets running through the hood would sound wild
I think that would be great. ITB's would probably help to give it a distinctly v10 sound, which turbos or a blower would take away from.
Awesome v10 ford!! Ive always wanted to build a blown one.
Awesome project! My favorite body style of newer Mustangs, I have 2 09's... If I were not so old and broke I'd try this myself. Waiting as patiently as I can for updates!
That blower on that engine in that car... makes me wanna belt out the Canadian national anthem!
Awesome build. Recommend single turbo, standard inlet manifol, log exaust manifold and money spent on a haltech to manage.
Those v10s are really good motors. We have one in a f550 the truck full of tools and what not weighs 15,000 pounds and it’s got no issues. It has a hard life and idles lots cause it’s got a PTO running a picker and a compressor but absolutely zero issues
Might wanna go turbos. You slap a blower on there and you will be making massive parts breaking torque. Love seeing odd engine swaps .
This is gonna be sick!
Love the triton v10 and this is a swap and motor that should get more recognized and aftermarket
SCOTT: PUT A BLOWER ON IT! that would sound awesome.
Coming along Nicely Good job Scott and Rich
Go Haltech guys,
Come on Holley ,
Get with the program 😎
Blower!!! All the really cool and fast stuff still use blowers.
I'm liking the way your thinking,multiple Mustangs owner for 40yrs. My opinion for induction would have to be supercharged, turbos work well but all that plumbing and intercooler gear is ugly no matter how well done the installment is ,as opposed to basically bolt on blower and all the beauty of that unobstructed V10 staring you in the face.
Just my opinion of course. Thanks for sharing this cool project.
Really good video! Looking forward to more info on this one.
you put artist in the car world front and center..
That ol 16-71 Jimmy blower would look frickin sick IDK about power output compared to turbo or pro charger but for aesthetics the Jimmy blower is it
Outstanding, keep the faith
Crank snout will break with a very large blower.
2.3 wont keep up.
You have to turbo it, but it'll make stupid power on low boost
I had a chance to go to the Engine Plant in Dearborn Michigan and I got to see two Mustang Car both with V10 motors in them both were prototypes. I'm retired from Harley Davidson l had to take pictures of a Harley Davidson Truck when Ford was doing the Harley Davidson Truck's.
ecu master black will run that v10 in full sequential on the stock harness as long as its wired in sequential
Various levels of Haltech will run it no problem. Wasted spark style is just 5 cylinders paired, which most ECUs will handle as they can often do 6-8 cyl sequential. Bigboy haltechs can do 12cyl sequential with dual DBW throttles even, and it will probably be easier than making something stock working, and less problematic to getting one of Holley's systems working.
I love when there's a lot of room for activities..
One guy I know put a v10 from an ecoline van in a 1996 mustang in the early 2000’s. He was disappointed with dyno numbers 310rwhp and something like 450 tq thru t45 trans. Van intake was way above custom 4” cowl hood.
99-04 ford lightning lowers are pretty easy to find. I helped a buddy cut 2 to make 1 V10 intake. He made a custom top and stuck a M122 off of a shelby on it.