6.4 SRT cam in a stock 5.7 Ram

I’ve got a ‘13 Ram 1500 with a 5.7 and a ticking lifter. I think it’s beyond the “they all do that” and it’s for resale so I’m going to fix it. Hoping to be able to just replace a bad lifter but expecting the cam to be damaged as well. I know I read on here where a guy did a cam change on a 5.7 in a 2500 and used a 6.4 SRT cam and it worked fine with the stock tune etc. Just wondering if anyone has any input or if the member who did it will chime in (I can’t remember who it was lol)

It was a 5.7 Durango, shouldn't be hard to find, probably on the 2nd or 3rd page

Pretty sure that post was by HotRodDave.

I think that this is the thread he's talking about.
https://board.moparts.org/ubbthread...6/vvt-cam-swap-question.html#Post2632886

I have the Durango. HotRodDave gave me the advice. I did the valve springs as well and took .020 of the heads. Still running good! My only complaint is that now I need to do headers and a custom tune!

That'll wake it up even more...
I've seen ric do the swap about 6 different times a few trucks and Challengers and each time it amazes me why FCA doesn't do it with the 5.7 Challengers, I can understand the trucks not geting it,. but the 5.7 R/T Challenges form new would be F@#$ing monsters.

Why would people buy a 485hp 6.4 when they can buy a 450hp 5.7?

They detuned the 5.7 heavily for this reason

Max it would be 410/420.......Why did people buy a 390 HP 6 pak when they could buy a 425hp Hemi? ...besides if it was say 425 Hp vs 485Hp the TQ of the 6.4 would still lure enough Speed freaks to the 6.4 over the 5.7 to make it worth while.

Remember some models they sold well below 100 426 hemis as the others were so close power wise and faster on the street.

I think it you fit the 6.4 cam, intake manifold and exhaust manifolds to a 5.7 Eagle and tune it the power difference wouldnt be very different. The factory 5.7 tune runs AFR at 10 to kill power. Reality is its only some c.i difference, 0.4 comp and 20 cfm less

Some folks with expensive college degrees, who are a whole lot smarter than me, in the past have explained:
OEMs often calibrate WOT over rich to prolong the life of emissions equipment such as catalytic converters.

It's not done for the sole purpose of killing power. It's done to save car companies money
because in the United States there is a Government mandated 8 year/80,000 mile warranty on emissions equipment.

I guess there is a chance I was being lied to, but it seems to make sense.

https://www.epa.gov/transportation-...ent-questions-related-transportation-air

Excellent point however the 6.4 runs like 2 points leaner than the 5.7 right up in its best power AFR range

They never worried about the 6.4 pulling a trailer up a mountain wide open for 5 minutes either, they have to consider that with the 5.7 truck engines. I would be curious to see the 6.4 BGE vs the 6.4 car motor.

6.4 SRT Jeep GC can tow 7,000lbs no problems, as can the 5.7 Jeep Grand Cherokee.
Yet the 5.7 runs dramatically richer.
Same thing when both engines are in a Challenger.

If you dont believe me download HP Tuners software and look at some standard files. You can see under Power Enrichment above 4250RPM the 5.7 is heavily richened compared to the 6.4.

Also note that the Ram 5.7 made more HP than the car 5.7 as 5.7 was the only engine option until 2014 when they added the 6.4 BGE

the truck 5.7 also had active intake to switch between long and short runners as well as the front runners on the intake are not squashed down like the front runners of the car intake.