5.7 Hemi Interchangeability Guide: What Years and Parts Actually Swap?

The Gen III 5.7L Hemi V8, first introduced in 2003 Dodge Ram trucks, has become a cornerstone of modern Mopar performance^. For over two decades, it has powered millions of trucks, SUVs, and muscle cars. With so many of these “345” Hemi engines produced, the salvage market is flooded with affordable examples, making them an incredibly tempting choice for a replacement, an upgrade, or a modern V8 swap into a classic chassis.

This availability, however, leads to a dangerously simple question: “What years are the 5.7 Hemi interchangeable?”

Assuming that any 5.7 Hemi is a simple “bolt-in” replacement for any other 5.7 Hemi is the fastest way to a failed project, a blown budget, and a garage full of incompatible parts. A 5.7L engine from a 2005 Ram 1500 is a vastly different piece of engineering from one found in a 2015 Dodge Charger R/T.

This report is the definitive, data-driven guide to 5.7 Hemi interchangeability. We will analyze the critical technical differences, year by year and component by component. This analysis will move beyond simple model years to dissect the core engineering, covering long blocks, short blocks, cylinder heads, and the complex electronic “nervous system” that stops most swaps dead in their tracks.

The Short Answer: Are 5.7 Hemi Engines Interchangeable?

No, 5.7 Hemi engines are not directly interchangeable across all years and models. True interchangeability depends entirely on the specific component, the application it came from, and the model year.

To understand what parts can (and cannot) be swapped, one must first understand the three main engineering “divides” that separate the 5.7L Hemi engine family.

1. The Generational Divide (2009): This is the most important split. The original 2003-2008 “Pre-Eagle” engine is a completely different design from the 2009-Present “Eagle” VCT engine.
2. The Application Divide (Truck vs. Car): Even within the same generation, an engine from a Ram 1500 (Truck) is not a direct fit for a Dodge Charger (Car) due to different oil pans, accessory drives, and intake manifolds.
3. The Electronic Divide (2013): A subtle but critical mid-generation change to the crankshaft’s reluctor wheel means even a 2012 “Eagle” and a 2014 “Eagle” are not electronically plug-and-play.

The single query “Are the engines interchangeable?” is flawed. It must be broken down into four distinct and more precise questions: “Are the long blocks interchangeable?”, “Are the short blocks interchangeable?”, “Are the components interchangeable?”, and “Are the electronics interchangeable?”. This report will provide the technical data to answer all four.

Divide 1: The 2009 “Eagle” VCT Engine (The Great Divide)

In 2009, Chrysler implemented a massive revision of the 5.7L Hemi platform. The goal was to increase power, improve fuel efficiency, and meet stricter emissions standards. This new engine, internally dubbed the “Eagle,” was a fundamental re-engineering of the 345 Hemi.

The single biggest change, and the primary source of incompatibility, was the introduction of Variable Cam Timing (VCT). This technology, which Mopar had not previously used on its pushrod V8s, allows the engine’s computer (PCM) to dynamically advance or retard the camshaft timing while the engine is running. This optimizes the valve events for low-end torque or high-RPM power, broadening the entire powerband.

Adding VCT was not a simple bolt-on modification. It forced a cascade of fundamental design changes that affected nearly every major component of the engine:

• Engine Block: The cast-iron block was re-engineered to accommodate the new VCT-specific camshaft, its unique phaser mechanism, and the new oiling passages required to operate it.
• Cylinder Heads: The “Eagle” heads were a clean-sheet design. They feature significantly improved intake port flow—a 14% increase over the previous heads—and a new, more efficient combustion chamber shape.
• Intake Manifold: The new, higher-flowing head ports required a new, matching intake manifold design.
• Timing System: The entire timing assembly is different, incorporating a new VCT-specific cam, a large cam phaser (in place of a simple sprocket), a new timing cover, and a new crank trigger wheel.

The 2009 model year is the “point of no return” for 5.7 Hemi compatibility. A 2003-2008 “Pre-Eagle” engine and a 2009+ “Eagle” engine are two distinct families. They share a name and a displacement, but almost no critical components can be interchanged.

This table provides a high-level summary of the critical technical barriers between the two generations.

5.7 Hemi “Pre-Eagle” (2003-2008) vs. “Eagle” (2009+) Comparison

Divide #2: Truck (Ram/Durango) vs. Car (Charger/Challenger)

The second major compatibility hurdle is the application divide. This addresses a very common query: “Is the 5.7 Hemi in a Ram 1500 the same as the 5.7 Hemi in a Dodge Charger?”.

The answer is no. While the core short block (the block, crank, rods, and pistons) is generally identical within the same year and generation, the external components that “dress” the engine are completely different. These differences are driven by chassis packaging—the engine must be shaped to physically fit into the vehicle’s engine bay.

The key differences are:

1. Oil Pan: This is a physical “hard-stop” for swappers. A Ram 1500 (as well as the Durango and Jeep Grand Cherokee) uses a deep-sump or rear-sump oil pan. This design is required to clear the truck’s high-clearance front crossmember and, on 4×4 models, the front differential. A car platform (Charger, Challenger, 300C) uses a shallow, front-sump or mid-sump pan to clear the car’s low-profile K-member. An attempt to install a Ram engine directly into a Charger will fail; the oil pan will physically collide with the car’s crossmember. The pan, oil pickup tube, and windage tray must be swapped.
2. Accessory Drive: This is another major swap barrier. The truck-style accessory drive (alternator, power steering pump, A/C compressor) is mounted high on the engine, with the alternator near the top-center. This is done for serviceability in a truck’s deep engine bay. The car-style accessory drive is mounted low and tight to the block, with the alternator tucked low on the passenger side. This is essential to fit under the low, sloping hood of a muscle car. This difference is a notorious “gotcha” for resto-modders. A builder might acquire a cheap 5.7L from a Ram to swap into a classic 1970 Duster. The engine will bolt to the transmission, but the project will halt when the high-mount truck alternator smashes into the hood, preventing it from closing. The only solution is to source a complete (and often expensive) car-style accessory drive system.
3. Intake Manifold: The differences here affect both fitment and performance. Truck intake manifolds are tall, with long, often “active” runners. This design is tuned to produce maximum low-end torque for towing and hauling. Car intake manifolds are low-profile to fit under a car’s hood and are tuned with shorter runners to favor high-RPM horsepower. A truck intake will not fit under the hood of a Charger, and a car intake on a truck would sacrifice significant towing performance.

5.7 Hemi Application Differences (Truck vs. Car)

Divide #3: The 2013+ Reluctor Wheel Change (The “Hidden” Divide)

This third divide is a critical, expert-level detail that most interchange guides miss. Even within the modern “Eagle” VCT generation (2009-present), not all engines are electronically identical.

In 2013, Chrysler quietly implemented a subtle but critical change to the 58-tooth crankshaft reluctor wheel (also called a “tone ring”). This wheel is what the crankshaft position sensor (CKP) reads to tell the PCM the engine’s exact rotational speed and position.

• 2009-2012 (5.7L/6.4L): These engines use a 58-tooth reluctor wheel with a tooth width of .170″ (4.318 mm).
• 2013-Present (5.7L/6.4L): These engines use a 58-tooth reluctor wheel with a different tooth width of .130″ (3.302 mm). These wheels can often be identified by a “dimple” on the rear face.

This small change in tooth width makes the two engine families completely incompatible from an electronic standpoint. This can be illustrated with a common “crank, no start” scenario:

1. A mechanic has a 2010 Ram 1500 with a blown 5.7L engine (which uses the.170″ wheel).
2. They source a low-mileage 5.7L engine from a 2015 Ram 1500 (which uses the.130″ wheel). Both are “Eagle” VCT truck engines, and they appear physically identical.
3. They install the 2015 engine into the 2010 truck, reusing the original 2010 PCM and wiring harness.
4. The Result: The engine will crank over endlessly but will not start.
5. The Reason: The 2010 PCM is programmed to read the specific signal pulse generated by the.170″ teeth. The signal it receives from the 2015 engine’s.130″ teeth is “junk” to its logic. The PCM can never get a valid signal from the crankshaft position sensor, so it refuses to fire the ignition coils or fuel injectors.

This makes 2009-2012 and 2013+ engines electronically incompatible. The PCM must match the reluctor wheel on the crankshaft. The only way to “fix” this is to either swap the PCM to match the new engine or to completely tear down the new engine, remove the crankshaft, and swap the reluctor wheel—a major and costly operation.

Component Deep-Dive: What Parts Actually Swap?

Now that the three major “divides” are established, we can analyze interchangeability at the component level for builders and mechanics looking to mix and match parts.

Long Block & Short Block Compatibility

Long Blocks (Full Engine Assembly): As established, a long block (a complete engine from valve covers to oil pan) cannot be swapped between generations (2003-2008 vs. 2009+) or applications (Truck vs. Car) without swapping all external components (intake, oil pan, accessories) and all corresponding electronics. They are in no way “plug-and-play.”

Short Blocks (Block, Crank, Pistons, Rods): Short blocks are also not directly interchangeable across the major divides.

1. Generational (e.g., 2005 vs. 2010): Not swappable. The 2005 short block has a 32-tooth reluctor wheel and a non-VCT block/camshaft. The 2010 short block has a 58-tooth reluctor wheel and a VCT-specific block/camshaft.⁶ They are fundamentally incompatible. This is confirmed by remanufacturing companies, which list entirely different part numbers for 2003-2008 short blocks and 2009-2018 short blocks.
2. Electronic (e.g., 2010 vs. 2015): Not swappable unless the matching PCM is also used. This is due to the.170″ vs.130″ reluctor wheel change.
3. Truck vs. Car: The short blocks are generally interchangeable, if they are from the identical year and generation (e.g., a 2015 Ram short block and a 2015 Charger short block are interchangeable).

When sourcing a used short block, buyers should be aware of common engine issues. Many related to the “Hemi tick”. This noise is often the sound of a failed roller lifter, a common issue on engines with the Multi-Displacement System (MDS). A collapsed lifter can wipe out the camshaft, sending metallic debris throughout the entire short block and oiling system, rendering the engine core unusable.

Cylinder Head Swaps: The Popular “Eagle” Upgrade

This is the most common “mix-and-match” swap attempted by performance enthusiasts. Owners of 2003-2008 “Pre-Eagle” Hemis often want to install the 2009+ “Eagle” cylinder heads to take advantage of their superior airflow.

The performance gains are significant and well-documented. On a flow bench, a “Pre-Eagle” head flows approximately 269 CFM at.600 inches of lift. The “Eagle” head, by comparison, flows around 331 CFM at the same lift. This is a massive 23% airflow gain, putting the 5.7L Eagle head in the same territory as the high-performance 6.1L SRT Hemi heads.

However, this is an advanced swap that requires a “cascade” of supporting parts. It is not a simple bolt-on.

1. The Compression Spike (The “Gotcha”): This is the most critical and dangerous part of the swap. The “Pre-Eagle” heads have a large, open combustion chamber measuring approximately 85cc. The “Eagle” heads have a modern, small, “closed” chamber design of approximately 65cc. Bolting 65cc heads onto a “Pre-Eagle” short block (which has flat-top pistons designed for 85cc heads) will cause a massive, uncontrolled spike in the compression ratio, from a pump-gas-friendly ~9.6:1 to a dangerously high 11:1 or more. This will cause catastrophic engine-killing detonation on standard pump gas.
   • The Fix: This must be addressed. The correct solution is to install new, dished pistons designed for this specific swap. A “budget” workaround involves using an extra-thick.070″ head gasket to “bleed off” some of the compression, but this is a compromise.
2. Intake Manifold: The ports will not match or seal. The “Pre-Eagle” intake manifold has rectangular ports. The “Eagle” heads have “D” shaped intake ports. A 2009+ Eagle-style intake manifold must be used.
3. Exhaust Manifolds: The exhaust bolt pattern is also different. 2009+ “Eagle” exhaust manifolds or headers are required.
4. Valvetrain: The valvetrain components are not interchangeable. The 2009+ rocker arms and corresponding valve covers must be used with the “Eagle” heads.

Electronics: The Brain of the Swap (PCM, Harness, VCT)

This is the single greatest hurdle in any Gen III Hemi swap. The 5.7 Hemi is not a 1970s 440 with a carburetor; it is a complex, fully integrated electronic system.

The “Rule of Three” must be followed: The PCM, the Engine Harness, and the Engine (specifically its Reluctor Wheel and VCT system) must all be from the same compatible family.

• 2003-2008: Uses a PCM programmed for a 32-tooth wheel and NO VCT.
• 2009-2012: Uses a PCM programmed for a 58-tooth (.170″ width) wheel and VCT.
• 2013+: Uses a PCM programmed for a 58-tooth (.130″ width) wheel and VCT.

It is electronically impossible to mix and match these families. A 2010 VCT engine cannot be run by a 2005 PCM; the PCM has no programming to control the VCT and cannot read the 58-tooth crank signal. Conversely, a 2005 non-VCT engine cannot be run by a 2010 PCM; the PCM will immediately trigger hundreds of Diagnostic Trouble Codes (DTCs) looking for the VCT phasers and the 58-tooth signal that are not present. The engine will not run.

For resto-mod swaps into classic vehicles, the factory PCM is a liability. The solution is a standalone system:

1. Mopar Crate Engine Kit: Mopar sells an official kit (P/N 77072455AC for the 5.7L) that includes a pre-programmed PCM, engine harness, accelerator pedal, and O2 sensors, all designed to run the engine outside of its original chassis. This is the factory-backed solution for Gen III Hemi swaps.
2. Aftermarket EFI: Companies like Holley, Aces, and Motec offer complete standalone EFI systems. These systems, like the(https://www.holley.com/products/engine_swap_parts/hemi_swap_systems/), replace the factory PCM and harness entirely, bypassing all the factory anti-theft (SKIM) security and complex vehicle integration issues.

A swap of this complexity also requires a custom tune. Using the best tuner for your 5.7 Hemi allows a mechanic to disable the MDS system, adjust fuel and timing maps for the new heads or cam, and calibrate the engine for its new application.

Transmission Bellhousing: The One Universal Positive

After a long list of incompatibilities, there is one piece of unequivocally good news.

All Gen III Hemi engines (5.7L, 6.1L, 6.4L, and 6.2L Hellcat) share the exact same bellhousing bolt pattern.

This bolt pattern is also identical to the one used on the classic Chrysler “LA” series small block V8 (273, 318, 340, 360). This is a massive advantage for resto-mod projects. It means a classic 1970s A727 TorqueFlite or A904 automatic transmission will physically bolt directly to a 2023 5.7 Hemi block.

There are, however, two minor catches:

1. Flexplate: A special “conversion” flexplate is required to adapt the Hemi’s 8-bolt crankshaft to the older 4-bolt torque converter pattern.
2. Crank Spacing: The “LA” engine’s crankshaft sticks out 0.090″ farther than the Gen III Hemi’s. The conversion flexplate is designed to correct for this spacing. As(https://help.summitracing.com/knowledgebase/article/SR-05423/en-us), these adapter flexplates are a complete solution for the swap.

Using a modern 5-speed (NAG1) or 8-speed (8HP70) transmission is physically simple but electronically complex. These “smart” transmissions require constant communication with the PCM and will need a dedicated standalone transmission controller or a perfectly matched engine/trans/PCM “pull-out” from a single donor vehicle.

Conclusion: A 3-Step Plan for Your 5.7 Hemi Swap

The term “interchangeable” almost never means “bolt-in” in the 5.7 Hemi world. The platform is fragmented by three primary divides: Generation (the 2009 VCT split), Application (Truck vs. Car), and Electronics (the 2013 reluctor wheel split).

Navigating a 5.7 Hemi swap successfully requires identifying the project’s goal.

Step 1: For a Direct Replacement (Easy)

If the goal is to replace a blown engine in a modern Ram, Charger, or

Durango, the only simple, bolt-in option is an engine from:

1. The exact same generation (2003-2008, 2009-2012, or 2013+).
2. The exact same application (Truck or Car).Any deviation from this will require swapping components and will create electronic incompatibilities.

Step 2: For a Performance Upgrade (Hard)

If the goal is to build a “hybrid” engine (e.g., “Eagle” heads on a “Pre-Eagle” block), this must be treated as a full custom engine build. It is not a parts swap. It will require new pistons to correct the compression ratio, a new intake manifold, new exhaust, and a custom tune from a professional dyno shop.

Step 3: For a Resto-Mod Swap (Expert)

If the goal is to install a modern 5.7 Hemi into a classic car or truck, do not attempt to use a junkyard PCM and harness.

• Option A: Purchase a complete “pull-out” from a single donor vehicle. This must include the engine, transmission, engine harness, PCM, accelerator pedal, and sometimes even the gauge cluster and ignition key.
• Option B (Recommended): This is the cleanest, most reliable path to success. Buy a new Mopar Crate Engine Kit or a complete standalone ECU system from a company like Holley.³² This bypasses all factory electronics, security, and integration problems.

Frequently Asked Questions (FAQ)

Q: What is the “Hemi tick”?

A: The “Hemi tick” is a common term for a loud ticking sound from the valvetrain. It is most often caused by a failed or collapsed roller lifter, or by worn rocker arms. This issue is particularly common on 5.7 Hemi engines equipped with the Multi-Displacement System (MDS).

Q: Can I use a 6.1L Hemi crankshaft in a 5.7L Hemi?

A: Yes, a forged 6.1L Hemi crankshaft is a popular and direct-fit upgrade, but only for 2003-2008 (pre-Eagle) 5.7L Hemi blocks. They share the same stroke. This crank is not compatible with 2009+ VCT engines due to differences in the timing system and reluctor wheel.

Q: Will a 5.7 Hemi from a Ram 1500 fit in a Dodge Charger?

A: No, not directly. While the core short block may fit (if from the same year/generation), it is not a “bolt-in” swap. You must swap the oil pan, oil pickup tube, intake manifold, and the entire front-end accessory drive from the Charger’s original engine or a car-style donor.

Q: What year did the 5.7 Hemi get VCT?

A: The 5.7 Hemi “Eagle” engine introduced VCT (Variable Cam Timing) starting in the 2009 model year.

Q: What’s the difference between a 2012 and 2014 5.7 Hemi?

A: The crankshaft reluctor wheel. While both are 58-tooth “Eagle” engines, the 2012 uses a.170″ width tooth, while the 2014 uses a.130″ width tooth. They are not electronically compatible and require their own matching PCM to function.

Q: What is the bellhousing bolt pattern on a 5.7 Hemi?

A: All Gen III Hemis (5.7L, 6.1L, 6.4L, 6.2L) share the same bellhousing bolt pattern. This pattern is also identical to the classic Chrysler “LA” small block (273, 318, 340, 360).