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6.2 cam swap into 5.7 M6 forced induction

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65K views 179 replies 15 participants last post by  Hal H  
#1 ·
I am looking to do the 6.2 cam swap into a 5.7. I know most say go aftermarket but that usually means VVT lock/limiter and a significant increase in cost. Not looking for maximum power but instead a budget swap as the NA 5.7 camshaft is not ideal for boost. Other than the cam, springs and retainers it is not clear to me which push rods need to be purchased? I think the 6.2 cam has larger base diameter than the 5.7 but I am not sure if I just need to get 6.2 push rods or if I need to go custom length?

cam - 5038761AA
valve springs - PSI LS1515ML
retainers - Manley 23629-16
intake push rods - ???
exhaust push rods - ???

Has anyone done this swap that can point me to the correct push rods? I believe Luke mentioned they have done a couple and it is a good bang for your buck, especially if you don't have to swap out MDS lifters.
 
#2 ·
I would think that the cams are fairly similar given that they are both VVT grinds. With that being said the best bet for identifying the push rod length is to get the push rod checking tool


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#4 ·
Yes but if I had an auto I would have to swap out the MDS lifters. If that were the case I would not waste time on an OEM cam. Fortunately I an M6...no MDS = easy cam swap.

I was hoping someone already went through this swap and can state which push rods were used otherwise I will need to measure myself once the cam is installed like Dakbuilder eluded to.
 
#11 ·
On paper the 6.4 is slightly more aggressive than the 6.2 (has more duration, less lift). I wouldn't have guessed that the extra duration was capable of squeezing out that much more power. I can find threads where guys (mostly the Ram owners) say they are going to swap in a 6.2 cam in a 5.7 but rarely do the threads have a follow-up or provide details on the swap.
 
#9 · (Edited)

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#10 ·
This is good information. With that said I thought I saw on the forums someone out a Hellcat Cam in a boosted 5.7. Please chime in if this has been done for sure.


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#15 · (Edited)
So after doing some part number look-ups, the only differences in valve train (not looking at the valves) is the springs and cams. So it looks like all I need is the 6.2 cam and 6.2/6.4 valve springs (just don't need to install shims). Can it really be that simple? (well that and a tune is required)

Update: looks like stock length pushrods can be used when swapping a 6.4/6.2 cam into a 5.7 (from modern mopar forum).
http://****************.com/topic/11030-ok-392-cam-in-57-or-not/
 

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#16 · (Edited)
#18 · (Edited)
#19 · (Edited)
Here is some more info regarding the springs.

Apparently the 6.4 springs (same as 6.2) will fit on the 5.7 eagle heads despite the 5.7 having an install height of 1.810" int.&exh. and the 6.4/6.2 having an install height of 2.051" int./2.016" exh. Apparently the install height difference means the 6.4/6.2 springs will apply slightly more force on the valves. I guess the non-eagle 5.7 heads required more work to get the 6.4 springs to fit.
https://www.forabodiesonly.com/mopar/threads/6-4-valve-springs-on-a-5-7.406176/

However, Mopar makes springs for a 5.7 which is designed to be used with stock seats and retainers. Apparently it is good for big lift cams...up to 0.625". It's only ~$6 more expensive than going with 6.4/6.2 springs. What is frustrating is it only shows it working for 2017 models but works with all engines...3.6/5.7/6.2/6.4. And shims are only required for 6.4 applications but the 6.2 and 6.4 have identical valve install heights. :huh: I wish information was correct and reliable, but like I see from the FSM you have to double check everything.
https://www.stevewhiteparts.com/oem-parts/mopar-valve-springs-p5160074

This puts me at the crossroads...do I keep the 6.4 springs or should I update the order for the P5160074 springs which I know will work without issue on the 5.7 eagle head?
 
#20 ·
Just got off the phone with one of the guys at Steve White and he confirmed the 6.4/6.2 springs will fit on the 5.7 eagle heads but the P5160074 spring are the better route to go with as they are designed to handle more lift and produce more force than the 6.4/6.2 springs. So basically, if you are going to swap a 6.4 or 6.2 cam into a 5.7 (eagle engine) then all you really need is the cam and P5160074 springs. Although if you are going through the trouble it is best to upgrade the pushrods as well. Like I showed in one of my early posts, the stock pushrods are not the best quality. Can't wait to get the parts. I will post up measurements of the cam journal diameters and base circle of the 6.2 cam and eventually of the 5.7 when it get's pulled.
 
#25 ·
I was hoping to find a used one on ebay or craigslist but could not find one. Found it by searching google images and took a chance on clicking the snap-on version, mainly because I was expecting to see the ridiculous price...boy was I pleasantly surprised. Would have never guessed this tool would be more inexpensive through snap-on.
 
#23 ·
I'm aware the 5.7 / 6.4 use the same length pushrods.

I've always recommended going with chrome moly (higher strength) 'rods. The .080 wall thickness is plenty and retains the same diameter oil feed passage through the pushrod.

Manley makes a set for Gen III Hemis - used them on all the cam swaps I've done
 
#24 · (Edited)
Thanks for chiming in Hal (should have just PM'ed you to begin with but I like to learn how to fish), I agree on the chrome moly. Fortunately the push rods were the first thing I upgraded back when I complained about the sewing machine noise (was actually one of my earliest posts on the forum). Although I went with the comp cam ones which is still loads better than stock rods.

https://www.highhorseperformance.com/Comp_Cams_VVT_5_7L_HEMI_Pushrods_p/7929-7748.htm

What I was not sure about were the lengths (primarily because most references I saw were for pre-eagle 5.7s). Even though the same lifters, push rods, and rockers are used across the engines I thought the different spring install heights might have meant a change was needed, which is not true. The cool thing is what is good for a 6.4 to 5.7 cam swap also holds true for a 6.2 to 5.7 swap. Might have been obvious to others but hey...I'm slow.

I really can't wait to get the cam and springs. I know going with an aftermarket grind will yield more power but once you piece everything you need it comes out to +$2k. Even if this only nets me another 20HP I would say the swap is worth it considering this will cost me less than a custom cam itself.
 
#26 ·
IIRC the '09+ Hemis are 6.800" and 8.100" for the push rod lengths.

Yes the prices on the billet and custom cams - $800 + which is nuts. That's the price of crankshafts...

The OEM cams have good all around driveability, will tolerate idling in traffic, yet tuned for power bands where you need them for street driving.

Throw in a lopey cam and they kill low range power and drivability, and your in town MPG drops as you need more throttle and revs to overcome the inefficiency at low rpm.
 
#41 ·
It's on like donkey kong! Checked the Illinois emission site the other day and typed in my VIN and it finally said I was due for emissions (so when I was told it was due in October that was BS). Just came back from the emissions test site and the car passed. For those with just a supercharger tune and headers with highflow cats you don't need to disable any DTC in the tune...all mine are set to stock and it passed...not sure why the tune from Arrington had so many of them disabled.

Anyways, I am going to tear into the engine over the long weekend starting with the valve spring replacement followed by the cam....oh man I can't wait!!
 
#42 ·
ChallyTatum said:
It's on like donkey kong! Checked the Illinois emission site the other day and typed in my VIN and it finally said I was due for emissions (so when I was told it was due in October that was BS). Just came back from the emissions test site and the car passed. For those with just a supercharger tune and headers with highflow cats you don't need to disable any DTC in the tune...all mine are set to stock and it passed...not sure why the tune from Arrington had so many of them disabled.

Anyways, I am going to tear into the engine over the long weekend starting with the valve spring replacement followed by the cam....oh man I can't wait!!
Click to expand...
Long weekend is over!!! did you get it done?

I'm really curious as to how well this combo works out.
 
#44 ·
It's been a long time since I've chimed in on this. First off Chally Tatum, thank you kindly for providing all of the details you've done thusfar.... I'm supper late on this but it stands to reason that the valve springs for the 6.4 and or 6.2 will work for this swap as the cam location in all VVT motors are the same. It is slightly different on the pre-eagles due to the lack of a Phazer, but the same applies when using a 6.1 cam in the pre-eagle 5.7's. I'm actually seriously considering doing the 6.2 or demon cam swap, as like you guys I'm in need of some boost. I'll be following this thread a lot more closely. Thanks again for all of the information.
 
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#45 ·
Installation is just one small hurdle...I am still trying to figure out the VTT changes in the tune. If you look at a stock hell cat tune the cam is swung significantly different than a 5.7 or 6.4 despite the cam itself being similar to a 6.4. Might just bite the bullet and have a pro do the tune. It's high time I had the RT dyno tuned anyways.

Anyone have any recommendations for a dyno tuner in the Chicagoland area? There is Barth Tuning (hell cat guys seem to like them) which is not far from me. My only concern is this is a SC RT...slightly different tuning than an HC. I guess once I get the cam in I will give them a call.
 
#46 ·
When I go forces Induction with a HC Cam my plan is to copy the HellCat VVT stuff and merge it into the 5.7 Tables. If this doesn’t work then I can always put the phaser limiter in and dial in the cam that way. Don’t give up yet. I think you can get it done.


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#64 · (Edited)
Well during lunch I just picked up a packed of 8 keepers (I only need 1 but what the hell...it's insurance). Also picked up one of those bendable wire magnet tools. And this time I am going to lay a piece of cardboard on top of the exhaust gasket shields (should have thought of that earlier).
DakBuilder said:
When I go forces Induction with a HC Cam my plan is to copy the HellCat VVT stuff and merge it into the 5.7 Tables. If this doesn’t work then I can always put the phaser limiter in and dial in the cam that way. Don’t give up yet. I think you can get it done.

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Click to expand...
I think I will do the same but as I mentioned before, the tune for the HC barely swings the cam.
978422


I have seen on HP tuners where some folk recommend copying the WOT base into the normal tables for a smoother transition. So basically you take the WOT (rpm vs degrees) and copy it into the normal base table which also has airflow but you ignore. BTW I will post a link to my google drive where you can grab stock tunes of a 2015 5.7 manual, 2015 6.4 manual and a 2015 6.2 manual. I will also provide a copy of the tune that I plan on loading in the car once the cam is in this weekend.
 
#50 ·
I swear, it's like 1 step forward 3 steps back with this install. It's not hard work just tedious. I spent hours trying to unthread my compression tester hose from the head. Dam hose was spinning from the thread connection. So got the hose out finally but now the adapter is still in the spark plug bore and no socket will fit....FUC%! My fix is to use red loctite on the hose thread (fixed it so the hose won't swivel anymore), let it cure and back it out. I need a break from this anyways...goosfraba...goosfraba. My bowling league starts today so that should lift my spirits some...until a guy named Smokey crosses the fowl line and won't mark it zero.

978238


Ugh! Figures the gif doesn't work unless I am in edit mode.
 
#52 ·
Nothing much works on this new and improved web site, except their smilie here... :poop:
 
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