How’s it going bro . I have a 2016 rango rt I’m looking into buying a 392 motor now my question does it matter if it comes from a charger or challenger?
Not sure. Mine came from a JGC SRT. There may be some differences with the car engines. The exhaust manifolds are different, oil pan could be different as well.
The fact you answered everyone question, with 90 percent of them being repetitive and could be considered “dumb”, I take my hat off. And you earned a subscriber. I say you make more content and make TH-cam a gig man. You’ll go far! 🙌🏿👍🏿🙏🏿
I have a 2020 scatpack and a 2018 Durango rt I want to put the 6.4 in think it would be as easy as this also I can get everything off the scatpack if I just take everything off the scatpack would I run into any problems
The motor is the same and you should stay with the Durango transmission. There could be some differences like the oil pan and exhaust manifolds. You will also need and unlocked pcm for the Durango to be tuned. Thanks for watching.
HEY I HAVE A 2011 DODGE DURANGO CREW 5.7L IM DOING A 6.4L SWAP MOTOR AND TRANS WHEN I PULL MY 5.7 L OUT WILL THE 6.4 FIT RIGHT IN ? ALSO WOULD I BE ABLE TO USE MY 5.7 HARNESS AND ECM OR I WILL NEED THE 6.4 ECM & Harnes?
I have a 2011 v6 Durango and want to drop a 6.4 can I use a wire harness from any 15+ or go for something like srt Durango/Jeeps? Also what are some complications/tips doing this build this is my first time.
You will need a v8 harness, pcm, transmission, and possibly other things like radiator, cooling fan, drive shaft, and accessories. Not worth it in my opinion.
The 5.7 harness will be more compatible with your vehicle, but you need to extend a couple of plugs. The 6.4 harness will have the SRV control plug, but your pcm will not control it. You could use either one.
Possibly, but there are some big differences. The transmission, ecm, wire harness, and possibly the radiator and other cooling components. All I can say is, do your homework to see if it’s worth it. Thanks for watching and good luck.
It should work, but I don’t know exactly what parts are needed for that model. It’s probably very similar. I just used SRT parts for the motor mounts, egr valve and other miscellaneous parts.
Did you have any issues with initial startup/tuning? Or did the 5.7 engine management system run it completely fine? Hopefully going to rebuild a 6.4 truck motor core and swap it into my 15 durango with no issues, hoping not to fool with tuning it cause I’ve gotten mixed feedback on if the 6.4 needs anything extra besides injectors or coils
Just out of curiosity I have a 14 v6 Durango looking to buy the hellcat engine crate or scat engine crate will it be the same process I’ve been searching the web but haven’t really found anyone doing it. It’s hard to find material for the Durangos
It will take a lot of upgrades, like the wiring harness, ecu, and transmission. I’m not sure if the sub frame is different. You will need to do a lot of research. Good luck.
I’m actually looking into swapping mine for the 6.1 or 6.4. I thought about hellcat swap but I’m really not wanting the extra moving parts/hassle of of a supercharger and the terrible gas consumption and cost of maintenance of that hellcat
All I can tell you is, do your home work first. If your vehicle is a 2013 or older, the 6.1 would be the smarter choice. If it’s a 2014 and up, the 6.4 is the way to go. 2014 and up use a can bus system., 13 and older doesn’t.
@@tonyharmsen5081 There are some people who have done the hellcat swap. This involves a used engine and trans with wiring harness, PCM, and fuel system.. It could be a cheaper route if you got a great deal on the used Hellcat system versus new built up 6.4L
I’m getting ready to do this swap. Did it requiere tuning ? Also do I need the Uconnect unit from a 392 or can they performance pages be programmed in ?
I had the same swap done on a 2015 Durango awd. Definitely need a tune. I have an hp tune through MI tuning with long tube headers with a swapped out durango hellcat exhaust. Youll need an mmx controller so the srv actuates. It's been an experience. I had major previous mechanic issues. Finished up with Time Bandit Performance in AZ. Ryan is a pro there. Tony helped a lot with these videos. I still need some fine tuning. The idle surges a little on cold start and I get a p0300 random misfire code. I have alphaobd and the performance pages do not exist. I can get an srt splash screen but nothing else. It pulls hard and sounds awesome.
You wouldn’t want to swap your engine out for a super charger! But you can add a super charger to your engine. If you add a super charger, you probably won’t need a different transmission. I think RIPP makes one for the V6.
I think it will fit since the 5.7 is an option, but all of the latest Mopar ECM’s are locked and not programmable . You will need to be sure you can get an unlocked ECM. Otherwise, go for it.
2 questions for ya.....where is a good place to go to find an engine to swap? How much would you estimate labor to be, on a job like this? Not mechanically inclined outside of changing pads and rotors.
Good questions. I used LKQ online to find the motor, they stand behind their stuff. I did get an estimate for $4000 for a local shop to install and tune it. That would have made it about $12000 total. I saved at least $3000 doing it myself. Thanks for watching.
Hi.. I've watched your other video and was able to swap brakes and rotors to 380mm front and 350mm back with Brembo calipers on my 2014 durango sxt. My question for you is would I be able to swap my 3.6L engine for the 6.4? And if yes besides tuning would I need anything else?
I’m sure it can be done. I am just taking an educated guess here, but would imagine that you would need; Transmission Wire harness Unlocked ECM HD radiator Exhaust Motor mounts Maybe a drive shaft
@@tonyharmsen5081 I tried them. They were booked up and they were not really interested in doing my swap. Found a performance shop in Norcross, GA. Will let you know how it goes.
I agree with Tony regarding trading up a 5.7 with a Whipple and good tune for a stock SRT 6.4 swap is probably not the best option. The swap would provide very close performance or maybe a little less (sorry). In this case, the SRT 6.4 purchase and install cost may be of no benefit. However, in anticipation of your next question, adding your Whipple to the stock SRT6.4 to maximize your benefit, well . . .here are my thoughts. I was surprised to find as a baseline, a stock 5.7 2017 Dodge Durango with 20K miles has 341WHP (Dynojet). This applies to the 2009+ Gen III (Hemi Eagle) 5.7 (345ci) engines with stock internals. Maybe that motor was special or that is normal on a 40 degree day. Still, the SRT 6.4 is 64WHP more at minimum using Tony's example of 405WHP. Crank HP for 2009+ 5.7L engines in cars (including Durango) is 375HP, and 390HP for the trucks (Ram). The SRT 6.4L is 485HP at crank or 110HP more than the 5.7. Adding to the stock 5.7 341WHP, a 2.9L Whipple Stage2 with a tune can get 561WHP. This means the Whipple added 220WHP to the 5.7 or a total of 595HP at the crank. This is dangerously close to the 5.7 limit, sooner or later, without forged internals. A Stage1 Whipple with 7.5psi boost would be safer on the 5.7 and would produce maybe 490HP at the crank, which is on par with the 485HP of the stock SRT 6.4. Forged internals is recommended on the 5.7 with over 7.5psi boost. The following are my opinion and some assumptions: Boosting the stock SRT 6.4 running on 93 octane pump gas is not recommended because of the higher compression ratio of 10.9:1 without changing to forged pistons and connecting rods with a 9.5:1 compression ratio. The crank should be good to 800HP and the stage2 Whipple would give the upgraded SRT 6.4 near 700HP, which would be on par with the 707HP hellcat. Adding a stronger crank and other mods could take the SRT 6.4 much higher. Either way, running boost safely on the SRT 6.4 requires upgraded internals. Running boost safely beyond 7.5psi on the 5.7 requires upgraded internals. Starting with a stock 5.7 and adding a supercharger, forged crank stroker kit for 392ci (6.4L), forged internals, cam upgrade, and ported heads would be expensive but could achieve hellcat performance. However, Tony's SRT 6.4 swap project example is awesome and let's people know what is possible. I did not know an SRT 6.4 could be a drop in fit and use the 5.7 bolt-on car accessories and upgrades. If you have a bad or blown 5.7 with a Whipple and stock internals, getting an SRT 6.4 with forged internals is a great option with insane potential. This could make a great alternative to repairing or replacing the 5.7 with another 5.7 block, upgrading to forged internals, and re-installing the Whipple more safely. In that situation, the SRT 6.4 platform may be a better option. However, any power adder strategies even if done for reliability and larger safely margins with the engine, will transfer those stresses to the rest of the drive train, which at some point could fail depending on how insane you build the engine. It always seems to be a balance of buying a vehicle maxed out in the beginning, for example, a hellcat Durango with factory warranty, OR making the upgrades as you go to achieve the same or similar benefit, which may be fun to do or economically the only option :-) Here is the Dynojet proof of the maxed out 5.7 Durango with 2.9L Whipple: th-cam.com/video/FXCRbEqLaMs/w-d-xo.html
I don’t disagree with most of what you said, but I can’t believe a stock 5.7(from a Durango) has 341 whp. It only claims to have 360 at the crank. Do you have proof of this?
@@tonyharmsen5081 Tony, yes, I had my installer do a baseline Dynojet. He was also surprised. He did not post the first Dynojet results (before upgrades) on the internet. I just had a paper print out. This was totally stock with a CAI. Well, everything has now changed. The engine temporarily overheated due to a stuck thermostat. The part was changed and everything was fine. The engine always run well even when it overheated. However, a week later, I believe the valve seat dropped on cyliner#1. The scope showed a valve seat ring impression and the piston was destroyed along with connecting rod failure at 3,000 RPM and 1/4 throttle in first gear. The four pistons scoped before cylinder #1, (2,4,6,8) looked very good, which makes me think the valve seat caused the cascade failure. I did not bother looking at the last three (3,5,7). However, the supercharger stress probably did not help with the stock internals. So, here I am. Disassemble the 5.7 and rebuild (if possible) or start fresh with another 5.7L or a 6.4L. Since you have proven the 6.4 can be a great drop-in swap for the 5.7, I am going that route. However, this time, I am going with forged internals on a 6.4 long block for a better safety margin. The stock 6.4 heads also flow better than the 5.7 without porting. The BGE 6.4 SRT block and stock forged crank are very strong and can apparently handle over 1,000 HP but you need forged pistons, connecting rods, and a lower 9.5:1 compression for forced induction. I am only looking for a safe 700HP on pump gas as a daily driver. Any thoughts on this build?
We Have a 5.7 with a Whippel SC and wanted your thoughts on going that direction. What difference did you find either on the dyno or driving between the 5.7 and 6.4?
There is of course a huge difference. I didn’t dyno the 5.7, but the usually put down 270-280whp and this one made 405whp after the SRV control and new exhaust. I would think that a 5.7 with a wipple would be pretty close to that. I’m not sure I would do this if there’s nothing wrong with your motor.
I agree with Tony regarding trading up a 5.7 with a Whipple and good tune for a stock SRT 6.4 swap is probably not the best option. The swap would provide very close performance or maybe a little less (sorry). In this case, the SRT 6.4 purchase and install cost may be of no benefit. However, in anticipation of your next question, adding your Whipple to the stock SRT6.4 to maximize your benefit, well . . .here are my thoughts. I was surprised to find as a baseline, a stock 5.7 2017 Dodge Durango with 20K miles has 341WHP (Dynojet). This applies to the 2009+ Gen III (Hemi Eagle) 5.7 (345ci) engines with stock internals. Maybe that motor was special or that is normal on a 40 degree day. Still, the SRT 6.4 is 64WHP more at minimum using Tony's example of 405WHP. Crank HP for 2009+ 5.7L engines in cars (including Durango) is 375HP, and 390HP for the trucks (Ram). The SRT 6.4L is 485HP at crank or 110HP more than the 5.7. Adding to the stock 5.7 341WHP, a 2.9L Whipple Stage2 with a tune can get 561WHP. This means the Whipple added 220WHP to the 5.7 or a total of 595HP at the crank. This is dangerously close to the 5.7 limit, sooner or later, without forged internals. A Stage1 Whipple with 7.5psi boost would be safer on the 5.7 and would produce maybe 490HP at the crank, which is on par with the 485HP of the stock SRT 6.4. Forged internals is recommended on the 5.7 with over 7.5psi boost. The following are my opinion and some assumptions: Boosting the stock SRT 6.4 running on 93 octane pump gas is not recommended because of the higher compression ratio of 10.9:1 without changing to forged pistons and connecting rods with a 9.5:1 compression ratio. The crank should be good to 800HP and the stage2 Whipple would give the upgraded SRT 6.4 near 700HP, which would be on par with the 707HP hellcat. Adding a stronger crank and other mods could take the SRT 6.4 much higher. Either way, running boost safely on the SRT 6.4 requires upgraded internals. Running boost safely beyond 7.5psi on the 5.7 requires upgraded internals. Starting with a stock 5.7 and adding a supercharger, forged crank stroker kit for 392ci (6.4L), forged internals, cam upgrade, and ported heads would be expensive but could achieve hellcat performance. However, Tony's SRT 6.4 swap project example is awesome and let's people know what is possible. I did not know an SRT 6.4 could be a drop in fit and use the 5.7 bolt-on car accessories and upgrades. If you have a bad or blown 5.7 with a Whipple and stock internals, getting an SRT 6.4 with forged internals is a great option with insane potential. This could make a great alternative to repairing or replacing the 5.7 with another 5.7 block, upgrading to forged internals, and re-installing the Whipple more safely. In that situation, the SRT 6.4 platform may be a better option. However, any power adder strategies even if done for reliability and larger safely margins with the engine, will transfer those stresses to the rest of the drive train, which at some point could fail depending on how insane you build the engine. It always seems to be a balance of buying a vehicle maxed out in the beginning, for example, a hellcat Durango with factory warranty, OR making the upgrades as you go to achieve the same or similar benefit, which may be fun to do or economically the only option :-) Here is the Dynojet proof of the maxed out 5.7 Durango with 2.9L Whipple: th-cam.com/video/FXCRbEqLaMs/w-d-xo.html
Did you swap the trans over to it or bought a 392 trans? And does the 5.7 subframe work no ecu tune nothing? Great work man im really looking foward to mine 🙏🏻
@@tonyharmsen5081 Thanks so much. This is very helpful information and hard to find. There are so many people who are not sure, guessing, or wrong. It is great when people like you have actually done it and can confirm. Thanks again.
The 5.7 had a mild lifter tap that started around 140k miles. I priced a cam and tune job and it was going to be $6000. So, I just out of curiosity, priced a used 392 for $6200 plus tax and shipping. This was something I wanted to do ever since the SRT came out. My wife agreed that it would be worth a little more to have exactly what I wanted. So, with her blessing and a lot of prayer and planning, I jumped in head first.
Hey tony, I have a 2014 rt durango awd almost same boat you were in mine was over heating did head gasket radiator water pump for dealership to tell me I need a new engine and quoted me 8k. I would like to get your email as i have some questions and am considering going with a 6.4 instead of another 5.7 need a list if possible of parts and cost. Thank you if you can.
I’m so thankful you recorded this and gave your input
You’re welcome
How’s it going bro . I have a 2016 rango rt I’m looking into buying a 392 motor now my question does it matter if it comes from a charger or challenger?
Not sure. Mine came from a JGC SRT. There may be some differences with the car engines. The exhaust manifolds are different, oil pan could be different as well.
The fact you answered everyone question, with 90 percent of them being repetitive and could be considered “dumb”, I take my hat off. And you earned a subscriber. I say you make more content and make TH-cam a gig man. You’ll go far! 🙌🏿👍🏿🙏🏿
Thanks brother.
@tonyharmsen5081 will you swap my 5.7 for me for a 6.4 in my chrysler 300c?
Where Are You Located I Have A 14 Durango Rt Looking To Do This Same Swap
Georgia
@@tonyharmsen5081 Me too. Is it OK if I email you regarding my swap?
Do you still have AWD?
It was never AWD
Oh ok I have a AWD 2019 rt do you think the 6.4 block will bolt on to the 5.7 transmission? Think of swapping after my warranty is up
I have a 2020 scatpack and a 2018 Durango rt I want to put the 6.4 in think it would be as easy as this also I can get everything off the scatpack if I just take everything off the scatpack would I run into any problems
The motor is the same and you should stay with the Durango transmission. There could be some differences like the oil pan and exhaust manifolds. You will also need and unlocked pcm for the Durango to be tuned. Thanks for watching.
@@tonyharmsen5081ok you think I could use the exhaust from the scatpack on the Durango ?
Is it 4x4?
No
HEY I HAVE A 2011 DODGE DURANGO CREW 5.7L IM DOING A 6.4L SWAP MOTOR AND TRANS WHEN I PULL MY 5.7 L OUT WILL THE 6.4 FIT RIGHT IN ? ALSO WOULD I BE ABLE TO USE MY 5.7 HARNESS AND ECM OR I WILL NEED THE 6.4 ECM & Harnes?
I answered all these questions in the video.
I have a 2011 v6 Durango and want to drop a 6.4 can I use a wire harness from any 15+ or go for something like srt Durango/Jeeps? Also what are some complications/tips doing this build this is my first time.
You will need a v8 harness, pcm, transmission, and possibly other things like radiator, cooling fan, drive shaft, and accessories. Not worth it in my opinion.
Would it be best to have the 6.4 harness with motor ? Or should I keep 5.7 harness
The 5.7 harness will be more compatible with your vehicle, but you need to extend a couple of plugs. The 6.4 harness will have the SRV control plug, but your pcm will not control it. You could use either one.
You can hook up an rpm window switch and hook up the short runners. You’ll gain like 40 hp onnthe bottom end ive heard.
Hey thanks for the advice, but your 3 years too late. I have other videos where I did that and took it back to the dyno. Please watch my other videos.
How much programming if any needed to be done after the installation?and did you use the computer from the 5.7L or the 6.4L?
Following
I had the shop do the tuning on their dyno. It took one session. I used the 5.7 pcu. You will need an SRV controller for the intake manifold.
Question. I have a 2014 durango sxt. Can I do the samething you did but with a 2020 charger srt engine instead?
Possibly, but there are some big differences. The transmission, ecm, wire harness, and possibly the radiator and other cooling components. All I can say is, do your homework to see if it’s worth it. Thanks for watching and good luck.
@@tonyharmsen5081 hmmm I see.. well how bout I just swap to a 5.7 hemi instead? Would I STILL need to swap the transmission?
You make it look good. It clean and with no loose wiring. Good job. 👍
Thanks bro!
Would this be easy going from v6 to 6.4 on a 16 durango
No, it would not.
I want to do my 2011 do you have a part list and my Durango is a rwd would it still work
It should work, but I don’t know exactly what parts are needed for that model. It’s probably very similar. I just used SRT parts for the motor mounts, egr valve and other miscellaneous parts.
Did you use the same motor mounts ?
No. I ordered the ones for the SRT 392 Durango.
Did you have any issues with initial startup/tuning? Or did the 5.7 engine management system run it completely fine? Hopefully going to rebuild a 6.4 truck motor core and swap it into my 15 durango with no issues, hoping not to fool with tuning it cause I’ve gotten mixed feedback on if the 6.4 needs anything extra besides injectors or coils
The 5.7 tune will run it, but you need a new tune because the 6.4 has different timing requirements.
I'm in Canada wat would this cost to do
Motor, exhaust, tune, and miscellaneous parts add up to just under $10,000.
@@tonyharmsen5081 is that us price or Canadian
Just out of curiosity I have a 14 v6 Durango looking to buy the hellcat engine crate or scat engine crate will it be the same process I’ve been searching the web but haven’t really found anyone doing it. It’s hard to find material for the Durangos
It will take a lot of upgrades, like the wiring harness, ecu, and transmission. I’m not sure if the sub frame is different. You will need to do a lot of research. Good luck.
I’m actually looking into swapping mine for the 6.1 or 6.4. I thought about hellcat swap but I’m really not wanting the extra moving parts/hassle of of a supercharger and the terrible gas consumption and cost of maintenance of that hellcat
All I can tell you is, do your home work first. If your vehicle is a 2013 or older, the 6.1 would be the smarter choice. If it’s a 2014 and up, the 6.4 is the way to go. 2014 and up use a can bus system., 13 and older doesn’t.
@@tonyharmsen5081 There are some people who have done the hellcat swap. This involves a used engine and trans with wiring harness, PCM, and fuel system.. It could be a cheaper route if you got a great deal on the used Hellcat system versus new built up 6.4L
What year engine the 6.4 is???
2020
I’m getting ready to do this swap. Did it requiere tuning ? Also do I need the Uconnect unit from a 392 or can they performance pages be programmed in ?
Did you get it done? I'm wondering the same thing....
Yes you have to have it tuned. I don’t know if the performance pages are possible if it didn’t come on it.
I had the same swap done on a 2015 Durango awd. Definitely need a tune. I have an hp tune through MI tuning with long tube headers with a swapped out durango hellcat exhaust. Youll need an mmx controller so the srv actuates. It's been an experience. I had major previous mechanic issues. Finished up with Time Bandit Performance in AZ. Ryan is a pro there. Tony helped a lot with these videos. I still need some fine tuning. The idle surges a little on cold start and I get a p0300 random misfire code. I have alphaobd and the performance pages do not exist. I can get an srt splash screen but nothing else. It pulls hard and sounds awesome.
@@kenconlon1812 what’s p0300? From where
@@EscobarMT it's a code for random cylinder misfire. I believe this can be tuned out. It runs fine. It seems like that's a common code on 392's.
Hey question, you this the 392 transmission would work in there ?
The 392 transmission out of what?
@@tonyharmsen5081 charger 392
Okay I have a 2016 Dodge Durango sxt can I swap my engine out for a super charger and do I need the trans out the supercharger
You wouldn’t want to swap your engine out for a super charger! But you can add a super charger to your engine. If you add a super charger, you probably won’t need a different transmission. I think RIPP makes one for the V6.
Can this work with awd?
Yes
I'm looking into doing a 6.4 swap on my 2021 jeep grand Cherokee L, what's your thoughts on that?
I think it will fit since the 5.7 is an option, but all of the latest Mopar ECM’s are locked and not programmable . You will need to be sure you can get an unlocked ECM. Otherwise, go for it.
Thanks a lot I will definitely look into it
2 questions for ya.....where is a good place to go to find an engine to swap? How much would you estimate labor to be, on a job like this? Not mechanically inclined outside of changing pads and rotors.
Good questions. I used LKQ online to find the motor, they stand behind their stuff. I did get an estimate for $4000 for a local shop to install and tune it. That would have made it about $12000 total. I saved at least $3000 doing it myself. Thanks for watching.
Hi.. I've watched your other video and was able to swap brakes and rotors to 380mm front and 350mm back with Brembo calipers on my 2014 durango sxt. My question for you is would I be able to swap my 3.6L engine for the 6.4? And if yes besides tuning would I need anything else?
I’m sure it can be done. I am just taking an educated guess here, but would imagine that you would need;
Transmission
Wire harness
Unlocked ECM
HD radiator
Exhaust
Motor mounts
Maybe a drive shaft
Would need fuel lines and gas tank as well
What’s your info I need a swap
I don’t do this for a living, just a hobby. Try Injected Engineering in Kennesaw GA.
@@tonyharmsen5081 I tried them. They were booked up and they were not really interested in doing my swap. Found a performance shop in Norcross, GA. Will let you know how it goes.
How much does it cost all of it?
It was about $10,000 for everything including exhaust and tunning.
@@tonyharmsen5081 Great deal!
I agree with Tony regarding trading up a 5.7 with a Whipple and good tune for a stock SRT 6.4 swap is probably not the best option. The swap would provide very close performance or maybe a little less (sorry). In this case, the SRT 6.4 purchase and install cost may be of no benefit. However, in anticipation of your next question, adding your Whipple to the stock SRT6.4 to maximize your benefit, well . . .here are my thoughts.
I was surprised to find as a baseline, a stock 5.7 2017 Dodge Durango with 20K miles has 341WHP (Dynojet). This applies to the 2009+ Gen III (Hemi Eagle) 5.7 (345ci) engines with stock internals. Maybe that motor was special or that is normal on a 40 degree day. Still, the SRT 6.4 is 64WHP more at minimum using Tony's example of 405WHP. Crank HP for 2009+ 5.7L engines in cars (including Durango) is 375HP, and 390HP for the trucks (Ram). The SRT 6.4L is 485HP at crank or 110HP more than the 5.7.
Adding to the stock 5.7 341WHP, a 2.9L Whipple Stage2 with a tune can get 561WHP. This means the Whipple added 220WHP to the 5.7 or a total of 595HP at the crank. This is dangerously close to the 5.7 limit, sooner or later, without forged internals. A Stage1 Whipple with 7.5psi boost would be safer on the 5.7 and would produce maybe 490HP at the crank, which is on par with the 485HP of the stock SRT 6.4. Forged internals is recommended on the 5.7 with over 7.5psi boost.
The following are my opinion and some assumptions:
Boosting the stock SRT 6.4 running on 93 octane pump gas is not recommended because of the higher compression ratio of 10.9:1 without changing to forged pistons and connecting rods with a 9.5:1 compression ratio. The crank should be good to 800HP and the stage2 Whipple would give the upgraded SRT 6.4 near 700HP, which would be on par with the 707HP hellcat. Adding a stronger crank and other mods could take the SRT 6.4 much higher. Either way, running boost safely on the SRT 6.4 requires upgraded internals. Running boost safely beyond 7.5psi on the 5.7 requires upgraded internals. Starting with a stock 5.7 and adding a supercharger, forged crank stroker kit for 392ci (6.4L), forged internals, cam upgrade, and ported heads would be expensive but could achieve hellcat performance. However, Tony's SRT 6.4 swap project example is awesome and let's people know what is possible. I did not know an SRT 6.4 could be a drop in fit and use the 5.7 bolt-on car accessories and upgrades. If you have a bad or blown 5.7 with a Whipple and stock internals, getting an SRT 6.4 with forged internals is a great option with insane potential. This could make a great alternative to repairing or replacing the 5.7 with another 5.7 block, upgrading to forged internals, and re-installing the Whipple more safely. In that situation, the SRT 6.4 platform may be a better option. However, any power adder strategies even if done for reliability and larger safely margins with the engine, will transfer those stresses to the rest of the drive train, which at some point could fail depending on how insane you build the engine. It always seems to be a balance of buying a vehicle maxed out in the beginning, for example, a hellcat Durango with factory warranty, OR making the upgrades as you go to achieve the same or similar benefit, which may be fun to do or economically the only option :-)
Here is the Dynojet proof of the maxed out 5.7 Durango with 2.9L Whipple:
th-cam.com/video/FXCRbEqLaMs/w-d-xo.html
I don’t disagree with most of what you said, but I can’t believe a stock 5.7(from a Durango) has 341 whp. It only claims to have 360 at the crank. Do you have proof of this?
@@tonyharmsen5081 Tony, yes, I had my installer do a baseline Dynojet. He was also surprised. He did not post the first Dynojet results (before upgrades) on the internet. I just had a paper print out. This was totally stock with a CAI.
Well, everything has now changed. The engine temporarily overheated due to a stuck thermostat. The part was changed and everything was fine. The engine always run well even when it overheated. However, a week later, I believe the valve seat dropped on cyliner#1. The scope showed a valve seat ring impression and the piston was destroyed along with connecting rod failure at 3,000 RPM and 1/4 throttle in first gear. The four pistons scoped before cylinder #1, (2,4,6,8) looked very good, which makes me think the valve seat caused the cascade failure. I did not bother looking at the last three (3,5,7). However, the supercharger stress probably did not help with the stock internals.
So, here I am. Disassemble the 5.7 and rebuild (if possible) or start fresh with another 5.7L or a 6.4L. Since you have proven the 6.4 can be a great drop-in swap for the 5.7, I am going that route. However, this time, I am going with forged internals on a 6.4 long block for a better safety margin. The stock 6.4 heads also flow better than the 5.7 without porting. The BGE 6.4 SRT block and stock forged crank are very strong and can apparently handle over 1,000 HP but you need forged pistons, connecting rods, and a lower 9.5:1 compression for forced induction. I am only looking for a safe 700HP on pump gas as a daily driver. Any thoughts on this build?
I agree with you completely.
@@tonyharmsen5081 A dyno was done on the stock motor before the upgrades. There are some others who received the same numbers on a dyno.
Wassup Tony do you have a way I can contact you I have a few questions..I’ve done a similar job and need help
Email harmsenanthony@gmail.com
We Have a 5.7 with a Whippel SC and wanted your thoughts on going that direction. What difference did you find either on the dyno or driving between the 5.7 and 6.4?
There is of course a huge difference. I didn’t dyno the 5.7, but the usually put down 270-280whp and this one made 405whp after the SRV control and new exhaust. I would think that a 5.7 with a wipple would be pretty close to that. I’m not sure I would do this if there’s nothing wrong with your motor.
I agree with Tony regarding trading up a 5.7 with a Whipple and good tune for a stock SRT 6.4 swap is probably not the best option. The swap would provide very close performance or maybe a little less (sorry). In this case, the SRT 6.4 purchase and install cost may be of no benefit. However, in anticipation of your next question, adding your Whipple to the stock SRT6.4 to maximize your benefit, well . . .here are my thoughts.
I was surprised to find as a baseline, a stock 5.7 2017 Dodge Durango with 20K miles has 341WHP (Dynojet). This applies to the 2009+ Gen III (Hemi Eagle) 5.7 (345ci) engines with stock internals. Maybe that motor was special or that is normal on a 40 degree day. Still, the SRT 6.4 is 64WHP more at minimum using Tony's example of 405WHP. Crank HP for 2009+ 5.7L engines in cars (including Durango) is 375HP, and 390HP for the trucks (Ram). The SRT 6.4L is 485HP at crank or 110HP more than the 5.7.
Adding to the stock 5.7 341WHP, a 2.9L Whipple Stage2 with a tune can get 561WHP. This means the Whipple added 220WHP to the 5.7 or a total of 595HP at the crank. This is dangerously close to the 5.7 limit, sooner or later, without forged internals. A Stage1 Whipple with 7.5psi boost would be safer on the 5.7 and would produce maybe 490HP at the crank, which is on par with the 485HP of the stock SRT 6.4. Forged internals is recommended on the 5.7 with over 7.5psi boost.
The following are my opinion and some assumptions:
Boosting the stock SRT 6.4 running on 93 octane pump gas is not recommended because of the higher compression ratio of 10.9:1 without changing to forged pistons and connecting rods with a 9.5:1 compression ratio. The crank should be good to 800HP and the stage2 Whipple would give the upgraded SRT 6.4 near 700HP, which would be on par with the 707HP hellcat. Adding a stronger crank and other mods could take the SRT 6.4 much higher. Either way, running boost safely on the SRT 6.4 requires upgraded internals. Running boost safely beyond 7.5psi on the 5.7 requires upgraded internals. Starting with a stock 5.7 and adding a supercharger, forged crank stroker kit for 392ci (6.4L), forged internals, cam upgrade, and ported heads would be expensive but could achieve hellcat performance. However, Tony's SRT 6.4 swap project example is awesome and let's people know what is possible. I did not know an SRT 6.4 could be a drop in fit and use the 5.7 bolt-on car accessories and upgrades. If you have a bad or blown 5.7 with a Whipple and stock internals, getting an SRT 6.4 with forged internals is a great option with insane potential. This could make a great alternative to repairing or replacing the 5.7 with another 5.7 block, upgrading to forged internals, and re-installing the Whipple more safely. In that situation, the SRT 6.4 platform may be a better option. However, any power adder strategies even if done for reliability and larger safely margins with the engine, will transfer those stresses to the rest of the drive train, which at some point could fail depending on how insane you build the engine. It always seems to be a balance of buying a vehicle maxed out in the beginning, for example, a hellcat Durango with factory warranty, OR making the upgrades as you go to achieve the same or similar benefit, which may be fun to do or economically the only option :-)
Here is the Dynojet proof of the maxed out 5.7 Durango with 2.9L Whipple:
th-cam.com/video/FXCRbEqLaMs/w-d-xo.html
Did you swap the trans over to it or bought a 392 trans? And does the 5.7 subframe work no ecu tune nothing? Great work man im really looking foward to mine 🙏🏻
It's the stock 8hp 70 trans from the 5.7. The stock ecm does work, but will need to be tuned to get the full potential.
@@tonyharmsen5081 Thanks so much. This is very helpful information and hard to find. There are so many people who are not sure, guessing, or wrong. It is great when people like you have actually done it and can confirm. Thanks again.
Hey i know been while but i have question did you have to get the pcm or other computer reprogrammed or did it start right up??@@tonyharmsen5081
What made you do this swap?
The 5.7 had a mild lifter tap that started around 140k miles. I priced a cam and tune job and it was going to be $6000. So, I just out of curiosity, priced a used 392 for $6200 plus tax and shipping. This was something I wanted to do ever since the SRT came out. My wife agreed that it would be worth a little more to have exactly what I wanted. So, with her blessing and a lot of prayer and planning, I jumped in head first.
Can I swap a 3.6 to something different?
Sure, just depends on how much you want to spend.
Hey tony, I have a 2014 rt durango awd almost same boat you were in mine was over heating did head gasket radiator water pump for dealership to tell me I need a new engine and quoted me 8k. I would like to get your email as i have some questions and am considering going with a 6.4 instead of another 5.7 need a list if possible of parts and cost. Thank you if you can.
Send me an email harmsenanthony@gmail.com
Nice job Tony! Looks OEM!
Thank you
Did you have to upgrade the transmission?
No. The 8 HP70 works well.
Sweet deal.. I’m going to send mine to you. You take Credit Card?
Cash is king bro.
@@tonyharmsen5081 how much to swap? Did you have to get it tuned? Throttlebody and that good stuff
How much was the whole swapped ?
Swap with motor, exhaust, tune and miscellaneous parts was about 10k.
Hi this swap work with the AWD durango?
I wanna know the same thing
It should work. My motor came out of a Jeep Grand Cherokee SRT AWD.