Shane Martin
Junior Member
Hey guys does anyone know how bad it would be to swap a 14 jeep srt 6.4 motor into a 04 qc that has a 5.7 in it now? Any help or advice would be greatly appreciated.
14 jeep srt 6.4 swap into an 04 qc
- Thread starter Shane Martin
- Start date
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mizewilliamc
Junior Member
The blocks are the same size so fitment isn’t an issue, the only hurdles you would face is getting the newer pcm and tcm to handshake with the other older modules that are in the qc. One guy that brings his truck to my dealership swapped a 6.1 into his and from what I see when his truck is getting maintenance it was a pretty good swap. Just do as much research as you can on the modules and how to get them to work
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mizewilliamc
Junior Member
I’m no expert on these swaps and I’ve never done one myself that’s just what it seems like to me
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Redtruck-VA
Senior Member
- Joined
- Jun 29, 2010
- Posts
- 5,864
- Reaction score
- 985
- Location
- Virginia
- Ram Year
- 2003 & 1989 D250 RWD
- Engine
- Hemi-5.7, 5.9 12v & 24v diesel
Two different electronic platforms. The 04 uses 32t and the 14 uses 58t tone ring.
More trouble and cost than it's probably worth, see responses below.
Can't use 2nd gen CAN bus PCM in a PCI bus truck. Swapping a 6.1 is a cakewalk; it's the same engine family/generation as the 5.7 coming out. More at the bottom.
Same bellhousing/bolt pattern. 3rd and 4th gen hemis shared some transmissions (RFE and NAG1). That part is easy as long as you have the correct flywheel.
THIS.
So the 04 Ram is a PCI bus based elex system that went to CAN bus in 2006 (05 in the cars except minivans and Viper). With the intro of the 4th gen hemi came the the next generation CAN bus, capable of running not only MDS but VVT and active intakes as well (and electronic exhausts as well it would seem). The engine blocks and internal components were redesigned to incorporate VVT technology. Not very much (mainly the heads & intake manifold) are backwards compatible with the 3rd gen engines.
Gets even better. Even if you were to pull the crank, swap reluctor rings, put crank back in, install a cam phaser lock, install the correct flywheel that still wouldn't be the end of it. Accessory drive is totally different between what's in your truck and what the 392 is designed to use (doesn't matter if it;'s car or truck version, still VERY different). You can get around this by altering your accessory drive, which mean rerouting hoses and wiring...you'd have to use the truck intake manifold or you'll have to get rid of your clutch fan. See how things snowball in this endeavor? Then there;s the last fun tidbit I've saved for you....ever wonder why the fun version of the 392 was never put in trucks and why the current truck 6.4 is detuned all the way down to 410hp/429 ft/lbs (only marginally better than the 5.7, just a heavier duty built engine)? 6.4 is in front of an RFE transmission. The current 66RFE is the last evolution of the 545RFE you have in your truck. Since you're specifically referencing the SRT 6.4/392, I can tell you right now your RFE won't last long behind 470 ft/lbs (stock) and the heavy right foot that accompanies power levels like that (ask me how I know lol). Your course of action at that point is either keep a spare RFE around for the semi-annual or so swap out or convert it to another trans, further adding to the work and expense.
Vastly easier and cheaper to either stroke out a similar gen 5.7 or find a 6.1. You can build a 392 stroker in a quad cab still using an RFE that's a 12sec ride. Ask @chefred112.
Saves extra cost and complication by using stock accessory drive, stock generation (though he had big valve and P&P) heads, intake, and a bunch more cam.
