5/14/2026 Update - Bronco Raptor Megazilla Godzilla 7.3L V8 Conversion

[CC1999]

I'm not sure the particulars of what you got listed as Stage 1 vs. Stage 2. My Godzilla has a Stage 2 cam and dyno'd at 443hp and 492 lb-ft torque at rear wheels on 37" OEM tires/wheels.

My Brap is with Stamperbuilt (Justin) right now, he was part of Juicy Motorsports when I first had the Godzilla conversion done in Georgia. I previously went to 5 Star Tuning (based out of South Carolina) when Juicy was based out of Georgia, then Juicy moved to Texas last year which is when they started working with Cody at Stanghi for tuning. Juicy is relocating to Utah but Stamperbuilt (Justin) is remaining in Texas so I'll be setting up time with Stanghi this time around for tuning.

Maxlider is getting their engine builds from either Juicy or Stamperbuilt, I'm not sure which, but they do not do their own V8 conversion work on the 6G Bronco platform.

The reason I have it with Stamperbuilt is I'm changing from a 3200 stall to a 2800 stall torque converter to try and get it a little more optimal for low-speed crawling and around-town street driving. There's a lot of tuning to still do on mine as I switched from 4.70 to 5.38 gears with the APG ProRunner suspension so we are trying to get the drivetrain dialed in for rock crawling, baja, and street/highway use with all the changes I've made.

I'm also having new set of headers made as the original passenger side header was interfering with the new, taller shock towers from the APG suspension. The new headers will also be wrapped to help with heat dissipation and Justin is going to work on some heat shielding, too. Finally, I still was running OEM exhaust and he's also going to get the Magnaflow exhaust installed and routed around the new Dana 60 rearend and APG suspension, too.

I should be back up and running in a month and will post another update.

Thanks !

All Very interesting.
I had noticed the Juicy website showed they were in GA, but saw a few bits of info and was told they were in Texas. Been a bit challenging figuring out who is doing what when and where.
Any idea why Juicy is moving to Utah. I sort of hope I don’t have to ship my truck to Utah .
Shipping it to Austin picking it up from Stanghi in DFW area driving it home was what I as starting to believe was going to be the likely logistics of the project.

Best of my current understanding is, Stamperbuilt will be installing the conversion, Stanghi will be tuning it, Juicy part unclear, maybe providing the custom fabricated parts?

I started working on this back in January it’s now April, no real clear idea as when my conversion is going to get started. I just know I put in my deposit to secure my place in line.

‘My original hope was this was going to be turnkey operation like AMW is for Jeep v8 engine conversions. Maybe that’s where this is all heading at some point, seems it might be while before they get to the AMW level. But I am still in for the project. Just wish I had more clear idea of what lies ahead. lol.
‘This is what I hope is the outcome for these guys.
https://amw4x4.com/

https://amw4x4.com/collections/conversions/2020-2023-jeep-gladiator--jt--esr7586692

Sponsored

 

[CC1999]

Seems Juicy Motorsports parted ways with Stamperbuilt and there is now a facility in Michigan maybe be doing my swap Godzilla swap assuming I stick with Juicy Motorsports.

Was wondering if anyone had heard anything good or bad about Juicy affiliated Detroit facility?
Sounded like the shop has a lot of Ford Godzilla and coyote swap expertise.

Also sounds like my Ranger Raptor is going to be the first one.
It’s fully expected that a lot of what has been learned and sorted out with this Bronco build and a couple others that were Godzilla swapped, will or should carry over to my Ranger Raptor.
Same chassis, known differences will likely require different length drive shafts , custom exhaust work. Sort of wish I still had my Bronco so I could compare other stuff like firewalls motor mounts etc. But in the end it’s up to who I hire to built it to figure all that out.
‘I do like knowing as many details as I can.

 

[Tye]

Seems Juicy Motorsports parted ways with Stamperbuilt and there is now a facility in Michigan maybe be doing my swap Godzilla swap assuming I stick with Juicy Motorsports.

Was wondering if anyone had heard anything good or bad about Juicy affiliated Detroit facility?
Sounded like the shop has a lot of Ford Godzilla and coyote swap expertise.

Also sounds like my Ranger Raptor is going to be the first one.
It’s fully expected that a lot of what has been learned and sorted out with this Bronco build and a couple others that were Godzilla swapped, will or should carry over to my Ranger Raptor.
Same chassis, known differences will likely require different length drive shafts , custom exhaust work. Sort of wish I still had my Bronco so I could compare other stuff like firewalls motor mounts etc. But in the end it’s up to who I hire to built it to figure all that out.
‘I do like knowing as many details as I can.

Not sure who specifically the Michigan facility is but apparently they work very close with ford performance, and have full access to ecu parameters unlike anyone else does due to their relationship with Ford.

Word is the godzilla swap with them will be the most oem like over anyone else (oem proprietory connectors, no having to fab billet parts as the workaround, etc)

 

[23OBX2.7]

I would personally abandon the project if core collaboration team split meaning 50% less resources and who knows what the fiscal strength of either is. With Ford bleeding billions and billions the FP business will undoubtedly drop a lot too.

2.7 with upgraded Garret turbos, full exhaust, tune, bigger heat exchangers etc etc should be close to 650+ ft lb torque which, in a vehicle as unstable as bronco is with out a $50K suspension, is a lot. Plus don't carry the significant weight penalty so power per lb is likely to be same with exponentially less project risk.

Much faster execution as well. Yeah..it's not a V8....but that probably 200 lb more over front axle in an already poor F to R weight distribution.....

 

[Tye]

I would personally abandon the project if core collaboration team split meaning 50% less resources and who knows what the fiscal strength of either is. With Ford bleeding billions and billions the FP business will undoubtedly drop a lot too.

2.7 with upgraded Garret turbos, full exhaust, tune, bigger heat exchangers etc etc should be close to 650+ ft lb torque which, in a vehicle as unstable as bronco is with out a $50K suspension, is a lot. Plus don't carry the significant weight penalty so power per lb is likely to be same with exponentially less project risk.

Much faster execution as well. Yeah..it's not a V8....but that probably 200 lb more over front axle in an already poor F to R weight distribution.....

the team in michigan juicy is working with now is a full team (20+ people) so that wont be an issue. And yes bigger
turbos can easily match peak hp and tq (or exceed it), but it will never have the low end pull of the v8. Comes down to how one uses their bronco and what they want out of it.

 

[23OBX2.7]

True. I hope is goes well. A current credit report would probably be healthy. I guess if their parking lot is full of orders and ashop is full of advance pay cusromers they probably have decent cash flow.

I would get the jump on 485 HP GTs ro 30 MPH with my 2.3 HPP Mustang HPP that had much better bottom end. I suppose the 2.7 tune could be for whatever charachteristic one desired

 

[CC1999]

the team in michigan juicy is working with now is a full team (20+ people) so that wont be an issue. And yes bigger
turbos can easily match peak hp and tq (or exceed it), but it will never have the low end pull of the v8. Comes down to how one uses their bronco and what they want out of it.

Thanks !
Thats right along the lines of my understanding as well.

Been a pretty confusing process so far, However, I think after speaking with Jeff again yesterday . We might finally be on track to getting things moving and hopefully will be starting the swap within the next 30-45 days.

For me I am putting the 500hp base Godzilla in one of my Ranger Raptors, not for power but to give it that much needed heart and soul only a v8 can give it. I have 3 Ranger Raptors, 1 with ford tune, 1 stock , and this stealth black one that is getting the Godzilla v8 swapped into it.

The stock power level honestly does not really leave me wanting for more. Only thing I really feel theses trucks lack is that v8 rumble. lol

If all goes well and all comes in hopefully well under budget, I will quite possibly doing the same swap to one of my other white Ranger Raptors afterwards.

Still wanting to learn more about the Michigan company doing the conversion. So far everything sounds great. would just like to see some examples of their work, and hear more about some past completed projects.

 

[22broncoraptor]

Thanks !
Thats right along the lines of my understanding as well.

Been a pretty confusing process so far, However, I think after speaking with Jeff again yesterday . We might finally be on track to getting things moving and hopefully will be starting the swap within the next 30-45 days.

For me I am putting the 500hp base Godzilla in one of my Ranger Raptors, not for power but to give it that much needed heart and soul only a v8 can give it. I have 3 Ranger Raptors, 1 with ford tune, 1 stock , and this stealth black one that is getting the Godzilla v8 swapped into it.

The stock power level honestly does not really leave me wanting for more. Only thing I really feel theses trucks lack is that v8 rumble. lol

If all goes well and all comes in hopefully well under budget, I will quite possibly doing the same swap to one of my other white Ranger Raptors afterwards.

Still wanting to learn more about the Michigan company doing the conversion. So far everything sounds great. would just like to see some examples of their work, and hear more about some past completed projects.

Jeff is solid, he'll get you squared away with the new location in Michigan. For you, the main thing is I don't know if anyone else has done a Godzilla conversion in a Ranger Raptor, yet, so being the guinnea pig means there will be nuances on this first conversion that will add to the time of the project.

The conversion comes down to these core items: Custom engine mounts, headers, accessory drive relocation (alternator, A/C, etc.), larger radiator/intercooler delete, 10R80 transmission pairing, integrated ECU/harness work, and oil pan modifications.

I think on the Ranger Raptor platform, if you're just street driving it, you'll have a blast. If you're going to bomb it down the trails and over whoops, your front-to-rear weight ratio and suspension will need to be addressed as the Godzilla adds weight and with an empty pickup bed, you're going to be carrying a lot of weight towards the front of the vehicle. On the street you'll have some nice, smokey pavement burnouts, though:

 

[CC1999]

Jeff is solid, he'll get you squared away with the new location in Michigan. For you, the main thing is I don't know if anyone else has done a Godzilla conversion in a Ranger Raptor, yet, so being the guinnea pig means there will be nuances on this first conversion that will add to the time of the project.

The conversion comes down to these core items: Custom engine mounts, headers, accessory drive relocation (alternator, A/C, etc.), larger radiator/intercooler delete, 10R80 transmission pairing, integrated ECU/harness work, and oil pan modifications.

I think on the Ranger Raptor platform, if you're just street driving it, you'll have a blast. If you're going to bomb it down the trails and over whoops, your front-to-rear weight ratio and suspension will need to be addressed as the Godzilla adds weight and with an empty pickup bed, you're going to be carrying a lot of weight towards the front of the vehicle. On the street you'll have some nice, smokey pavement burnouts, though:

Awesome.
For me street / daily driving and light trails around my property is about all there will be for offroad. When I say light trails, its more like gravel roads creek beds and speeds more in the 5-15 mph.

It is my understanding that I am only affecting the weight by around 130 lbs (Increase) compared to the 3.0L twin turbo powertrain we will be removing.

Which at least in my mind, that should not be any more drastic than say a steel bumper winch combo that sets all out front of the axle where this weight should be mostly directly over and back of the front axle, making it less or least wise similar to that of a smaller sized passenger.

I figure, if need be, they do make aftermarket springs I can beef up the front springs if need be at some point.

We are speculating that a lot of what was done on the Bronco conversions will likely or should likely carry over to the Ranger Raptor, since they are on the same chassis.

I would surprise if the engine mounts were any different. But I could see there being a different layout of accessories, but time will tell what all is the same and what is different between the Ranger and the Bronco conversions.

I will say I am not 100% thrilled that mine is the first, for the reason you mentioned. When I originally signed up for this build, I was 3rd in line. As things have changed seems I am now the guinea pig. LOL
But we are hopeful that a lot of what was learned and sorted out for the Bronco builds like yours will help with the process on mine.

I am a long way away from Michigan, being I am in Kansas, and I really hope this all comes together as a reliable package.

 

[22broncoraptor]

Awesome.
For me street / daily driving and light trails around my property is about all there will be for offroad. When I say light trails, its more like gravel roads creek beds and speeds more in the 5-15 mph.

It is my understanding that I am only affecting the weight by around 130 lbs (Increase) compared to the 3.0L twin turbo powertrain we will be removing.

Which at least in my mind, that should not be any more drastic than say a steel bumper winch combo that sets all out front of the axle where this weight should be mostly directly over and back of the front axle, making it less or least wise similar to that of a smaller sized passenger.

I figure, if need be, they do make aftermarket springs I can beef up the front springs if need be at some point.

If your tires are not leaving the ground at high speeds (jumps or whoops) then you'll be just fine with the suspension! My Braptor was fine with street / highway / rock crawling /trails at moderate speed with the Godzilla and running 40's. It's the high speed whoops and jumps where the extra weight and front-to-rear ratio needs suspension tuning.

We are speculating that a lot of what was done on the Bronco conversions will likely or should likely carry over to the Ranger Raptor, since they are on the same chassis.

I would surprise if the engine mounts were any different. But I could see there being a different layout of accessories, but time will tell what all is the same and what is different between the Ranger and the Bronco conversions.

I will say I am not 100% thrilled that mine is the first, for the reason you mentioned. When I originally signed up for this build, I was 3rd in line. As things have changed seems I am now the guinea pig. LOL
But we are hopeful that a lot of what was learned and sorted out for the Bronco builds like yours will help with the process on mine.

I am a long way away from Michigan, being I am in Kansas, and I really hope this all comes together as a reliable package.

I think it's going to be more about "what did Ford not really document on the Ranger Raptor that every other human assumes would be the same as the Braptor but is not."


Here's the considerations from the AI summary - it's the Programming implications that are often the most time-consuming because it's a lot of trial and error:


1. Rear Suspension Geometry (Watts Linkage vs. Panhard Rod)

• Ranger Raptor: Coil-sprung solid rear axle with a Watts linkage (instead of a simple track bar). This keeps the axle perfectly centered throughout the full range of travel with zero side-to-side arc.
• Bronco Raptor: Coil-sprung solid rear axle with a traditional Panhard rod.

Why this matters for the swap:

• The Godzilla is significantly heavier and torquier than the stock 3.0L V6. The Watts linkage's geometry assumes certain roll-center behavior and lateral stiffness tuned for the lighter EcoBoost. Adding V8 weight changes ride height, spring rates, and axle movement under power — potentially introducing bind or unpredictable handling in Baja/Rock modes.
• Mechanical provisions needed: Custom rear driveline angles (driveshaft length, U-joint phasing, and slip-yoke travel) will differ from Bronco swaps. You may need adjustable Watts-link arms or reinforced bushings to maintain proper pinion angle under the extra torque/weight. Shock towers and coil-over mounting points are also Ranger-specific.
• Programming implications: The PCM, ABS/ESC module, and G.O.A.T. drive-mode calibrations are tuned for Watts-link dynamics (sharper high-speed desert behavior). A donor PCM (or custom tune) must be flashed with Ranger-specific suspension parameters, or you'll get incorrect stability control intervention, crawl-control behavior, or fault codes.

2. Wheelbase, Frame, and Driveshaft Packaging

• Ranger Raptor: Longer wheelbase (~128.7" / 3270 mm) + pickup bed layout.
• Bronco Raptor: Shorter wheelbase (~116.5" / 2959 mm) + SUV body.

Why this matters:

• Longer rear driveshaft on the Ranger changes critical speed, angle, and vibration characteristics once the heavier Godzilla + 10R80 combo is installed.
• The bed and different firewall/cowl mean exhaust routing, fuel lines, and rear crossmember placement differ from the Bronco's more open SUV layout.

Mechanical provisions needed:

• Custom-length rear driveshaft (or modified carrier bearing) — not a direct carry-over from Bronco builds.
• Engine mounts and transmission crossmember almost certainly require Ranger-specific fab or modification (frame rail spacing/height is similar but not identical due to the truck body).
• Exhaust: Easier clearance under the bed, but you'll need unique routing to clear the longer frame and leaf/coil setup without hitting the bed floor.

Programming: Minor, but the PCM must be calibrated for the longer wheelbase's speed/acceleration parameters and different weight distribution (truck vs. SUV) to keep accurate speedo, shift logic, and traction control.


3. Rear Axle Strength and Track Width

• Ranger Raptor: 4.27:1 (8.9" ring gear with electronic locker) (semi-floating, narrower track).
• Bronco Raptor: 4.70:1 Larger M235 / Dana 50-class rear axle (thicker tubes, double-row bearings, wider track).

Why this matters:

• The Godzilla's massive low-end torque (especially with 37"+ tires) stresses the 8.9" rearend more than the Bronco's axle sees in factory form.

Mechanical provisions needed:

• Stronger axle shafts, upgraded differential cover, or aftermarket girdle recommended sooner on the Ranger. No direct Bronco parts swap here.
• Narrower overall track width means different fender clearance and steering geometry considerations when the heavier engine shifts weight forward.

Programming: None directly, but torque-vectoring and locker engagement logic in the AWD module is calibrated differently for the narrower stance.


4. Transfer Case and Shifter Integration

• Both use very similar Interactive Torque Management (ITM) 2-speed transfer cases with wet-clutch 4A mode, but early Bronco Raptors sometimes require a full transfer-case swap in Godzilla builds to match the Ranger-style unit for better shifter compatibility
• Ranger Raptor uses an electronic shift-by-wire shifter that some Bronco builders actually borrow for cleaner integration

Implications for Ranger swap:

• You can usually keep the stock Ranger transfer case (big plus), but the PCM flash must explicitly support the ITM clutch slip calibration alongside the split ratios.
• Shifter and G.O.A.T. mode selector are native to the Ranger — fewer adaptations needed here than on Bronco swaps.

5. Other Minor but Unique Programming/Integration Points

• Body Control Module (BCM) and truck-specific features: Tailgate, bed lighting, and payload/towing calibrations are Ranger-only. The new PCM must be VIN-synced and flashed with Ranger truck parameters or you'll lose functions or get warnings.
• Stability and drive-mode tuning: G.O.A.T. modes (especially Baja and Rock Crawl) are calibrated for the Ranger's narrower, Watts-tuned dynamics and higher payload focus. Bronco tunes won't transfer directly.
• Cooling and ancillaries: Different radiator package and hood clearance in the truck body may require custom AC lines, power-steering routing, or radiator support mods (Godzilla runs hotter under load than the turbo V6).

Bottom line: The Ranger Raptor Godzilla swap is mechanically very doable (shared platform helps), but the combination of Watts linkage geometry + split ratios + longer wheelbase/pickup packaging makes it more involved than a Bronco Raptor conversion. Expect extra fab work on driveshafts/mounts/exhaust and multiple rounds of FORScan/FDRS custom flashing to keep full OEM functionality (lockers, 4A mode, drive modes, gauges). Shops that have already done Bronco Raptor swaps are the best starting point — they can adapt their harnesses and tunes for the Ranger-specific items.



All-in-all - it's totally doable. It will just take longer being the first to figure out the programming!

 

[CC1999]

If your tires are not leaving the ground at high speeds (jumps or whoops) then you'll be just fine with the suspension! My Braptor was fine with street / highway / rock crawling /trails at moderate speed with the Godzilla and running 40's. It's the high speed whoops and jumps where the extra weight and front-to-rear ratio needs suspension tuning.



I think it's going to be more about "what did Ford not really document on the Ranger Raptor that every other human assumes would be the same as the Braptor but is not."

The transfer case is definitely different in the Ranger compared to the Braptor. In doing a bit of AI-assisted research, I learned that the Ranger Raptor has intentionally mismatched front (4.70) and rear gearing (3.73) which is managed through the Ranger Raptor's transfer case's wet clutch pack.

Here are some call-outs for the transfer case specifically:

The Ranger Raptor's ~26% front/rear speed difference is normally absorbed by the ITM transfer case’s wet clutch pack slipping intelligently in 4A mode. The factory PCM/AWD module knows the exact mismatch and modulates clutch pressure accordingly.

• Programming requirement: The replacement PCM (or control pack) must be flashed/calibrated to understand the split ratios so the AWD module still allows controlled slip in 4A without triggering binding codes or limp mode.
• In 4H/4L (locked modes), the system expects loose-surface tire slip to relieve wind-up — same as stock.
• If you keep the stock Ranger Raptor transfer case (recommended for full 4A functionality and shift-by-wire), the AWD module may need to stay or be reprogrammed to work with the new PCM.
• Unique Raptor Callout: No other common Ford platform has this split-ratio + clutch-based ITM setup in a midsize truck. Donor PCMs assume identical front/rear ratios, so custom calibration is mandatory or 4A mode (daily on-road AWD) will not work properly.

Here's the rest of the considerations from the AI summary - it's the Programming implications that are often the most time-consuming because it's a lot of trial and error:


1. Rear Suspension Geometry (Watts Linkage vs. Panhard Rod)

• Ranger Raptor: Coil-sprung solid rear axle with a Watts linkage (instead of a simple track bar). This keeps the axle perfectly centered throughout the full range of travel with zero side-to-side arc.
• Bronco Raptor: Coil-sprung solid rear axle with a traditional Panhard rod.

Why this matters for the swap:

• The Godzilla is significantly heavier and torquier than the stock 3.0L V6. The Watts linkage's geometry assumes certain roll-center behavior and lateral stiffness tuned for the lighter EcoBoost. Adding V8 weight changes ride height, spring rates, and axle movement under power — potentially introducing bind or unpredictable handling in Baja/Rock modes.
• Mechanical provisions needed: Custom rear driveline angles (driveshaft length, U-joint phasing, and slip-yoke travel) will differ from Bronco swaps. You may need adjustable Watts-link arms or reinforced bushings to maintain proper pinion angle under the extra torque/weight. Shock towers and coil-over mounting points are also Ranger-specific.
• Programming implications: The PCM, ABS/ESC module, and G.O.A.T. drive-mode calibrations are tuned for Watts-link dynamics (sharper high-speed desert behavior). A donor PCM (or custom tune) must be flashed with Ranger-specific suspension parameters, or you'll get incorrect stability control intervention, crawl-control behavior, or fault codes.

2. Wheelbase, Frame, and Driveshaft Packaging

• Ranger Raptor: Longer wheelbase (~128.7" / 3270 mm) + pickup bed layout.
• Bronco Raptor: Shorter wheelbase (~116.5" / 2959 mm) + SUV body.

Why this matters:

• Longer rear driveshaft on the Ranger changes critical speed, angle, and vibration characteristics once the heavier Godzilla + 10R80 combo is installed.
• The bed and different firewall/cowl mean exhaust routing, fuel lines, and rear crossmember placement differ from the Bronco's more open SUV layout.

Mechanical provisions needed:

• Custom-length rear driveshaft (or modified carrier bearing) — not a direct carry-over from Bronco builds.
• Engine mounts and transmission crossmember almost certainly require Ranger-specific fab or modification (frame rail spacing/height is similar but not identical due to the truck body).
• Exhaust: Easier clearance under the bed, but you'll need unique routing to clear the longer frame and leaf/coil setup without hitting the bed floor.

Programming: Minor, but the PCM must be calibrated for the longer wheelbase's speed/acceleration parameters and different weight distribution (truck vs. SUV) to keep accurate speedo, shift logic, and traction control.


3. Rear Axle Strength and Track Width

• Ranger Raptor: Smaller Dana AdvanTEK M220 rear axle (semi-floating, narrower track).
• Bronco Raptor: Larger M235 / Dana 50-class rear axle (thicker tubes, double-row bearings, wider track).

Why this matters:

• The Godzilla's massive low-end torque (especially with 37"+ tires) stresses the smaller M220 more than the Bronco's axle sees in factory form.

Mechanical provisions needed:

• Stronger axle shafts, upgraded differential cover, or aftermarket girdle recommended sooner on the Ranger. No direct Bronco parts swap here.
• Narrower overall track width means different fender clearance and steering geometry considerations when the heavier engine shifts weight forward.

Programming: None directly, but torque-vectoring and locker engagement logic in the AWD module is calibrated differently for the narrower stance.


4. Transfer Case and Shifter Integration

• Both use very similar Interactive Torque Management (ITM) 2-speed transfer cases with wet-clutch 4A mode, but early Bronco Raptors sometimes require a full transfer-case swap in Godzilla builds to match the Ranger-style unit for better shifter compatibility
• Ranger Raptor uses an electronic shift-by-wire shifter that some Bronco builders actually borrow for cleaner integration

Implications for Ranger swap:

• You can usually keep the stock Ranger transfer case (big plus), but the PCM flash must explicitly support the ITM clutch slip calibration alongside the split ratios.
• Shifter and G.O.A.T. mode selector are native to the Ranger — fewer adaptations needed here than on Bronco swaps.

5. Other Minor but Unique Programming/Integration Points

• Body Control Module (BCM) and truck-specific features: Tailgate, bed lighting, and payload/towing calibrations are Ranger-only. The new PCM must be VIN-synced and flashed with Ranger truck parameters or you'll lose functions or get warnings.
• Stability and drive-mode tuning: G.O.A.T. modes (especially Baja and Rock Crawl) are calibrated for the Ranger's narrower, Watts-tuned dynamics and higher payload focus. Bronco tunes won't transfer directly.
• Cooling and ancillaries: Different radiator package and hood clearance in the truck body may require custom AC lines, power-steering routing, or radiator support mods (Godzilla runs hotter under load than the turbo V6).

Bottom line: The Ranger Raptor Godzilla swap is mechanically very doable (shared platform helps), but the combination of Watts linkage geometry + split ratios + longer wheelbase/pickup packaging makes it more involved than a Bronco Raptor conversion. Expect extra fab work on driveshafts/mounts/exhaust and multiple rounds of FORScan/FDRS custom flashing to keep full OEM functionality (lockers, 4A mode, drive modes, gauges). Shops that have already done Bronco Raptor swaps are the best starting point — they can adapt their harnesses and tunes for the Ranger-specific items.



All-in-all - it's totally doable. It will just take longer being the first to figure out the programming!

That is awesome info.
Thanks a lot for all that info.
Very interesting stuff.

I was thinking I saw or read that one of or someone's Bronco Godzilla swap had used not only the electronic shifter from the Ranger Raptor but also the T-case.

Least I thought that was what they said. That I believe is the plan of mine stick with the stock shifter and T-case.

Power output is really not all that far off from the original 3.0L with the Ford tune.
Up about 10% in HP. I can't imagine needing to swap any of the diffs. I am really not sure why we would need to swap the transmissions.

I figure if everything moves to plan I may have it back and fully functional by this fall.

Again thanks for all that awesome info.

 

[Ducati1098]

I am really not sure why we would need to swap the transmissions.

10R60 won’t bolt up to a 7.3
Totally different bellhousing

 

[CC1999]

10R60 won’t bolt up to a 7.3
Totally different bellhousing

I was thinking there was some sort of adapter required to use that 10R80 transmission behind the Godzilla.
I am still just learning about what all I am in for when getting this project done.

Since the power was not that far off, I was just sort of wondering why not adapt to the transmission that is in it.

Either way, I was curious about it.
It would save several grand if the stock trans could be used on the base Godzilla build..

The OP, 22Broncoraptor has the stage 2 cam in his motor.
Mine will have the stock cam but for space requirements and I think it really looks cool too, mine will have that same Megazilla Ford performance intake.

Keeping in mind I am only turning P285/70R17s (33" tall tires).

Which looking at the stats from this thread. Seems like the stage 2 cam Godzilla is making that same 500 hp that I was expecting. Then again there was not a clear promise that the base Godzilla build was 500hp at the wheels like seen here vs estimated at the crank hp. I am assuming based on what I am learning here. That 500hp promised with stock Godzilla internals has to be crank hp numbers.

 

[Ducati1098]

I was thinking there was some sort of adapter required to use that 10R80 transmission behind the Godzilla.
I am still just learning about what all I am in for when getting this project done.

Since the power was not that far off, I was just sort of wondering why not adapt to the transmission that is in it.

Either way, I was curious about it.
It would save several grand if the stock trans could be used on the base Godzilla build..

The OP, 22Broncoraptor has the stage 2 cam in his motor.
Mine will have the stock cam but for space requirements and I think it really looks cool too, mine will have that same Megazilla Ford performance intake.

Keeping in mind I am only turning P285/70R17s (33" tall tires).

Which looking at the stats from this thread. Seems like the stage 2 cam Godzilla is making that same 500 hp that I was expecting. Then again there was not a clear promise that the base Godzilla build was 500hp at the wheels like seen here vs estimated at the crank hp. I am assuming based on what I am learning here. That 500hp promised with stock Godzilla internals has to be crank hp numbers.

No adapter needed for the 10R80, that will bolt right up with the correct one.

I’m sure you could possibly get someone to make a custom billet adapter to make the factory 10R60 work, but I doubt there’s one already on the market somewhere.

 

[22broncoraptor]

That is awesome info.
Thanks a lot for all that info.
Very interesting stuff.

I was thinking I saw or read that one of or someone's Bronco Godzilla swap had used not only the electronic shifter from the Ranger Raptor but also the T-case.

Least I thought that was what they said. That I believe is the plan of mine stick with the stock shifter and T-case.

Yeah that was me - originally thought we would need to use the Ranger t-case but didn't, kept the Braptor t-case and just needed the electronic shifter from the Ranger.

Power output is really not all that far off from the original 3.0L with the Ford tune.
Up about 10% in HP. I can't imagine needing to swap any of the diffs. I am really not sure why we would need to swap the transmissions.

On paper, I agree on power output. But the torque is immediate, so it's more about when/where power peaks with the Godzilla. With the 33" tires you'll be fine on the stock diffs in 2WD.

As others have stated, the 10R80 you want for the torque in the Godzilla. Even if you could get a 10R60 adapter, the 10R60 is rated for a maximum input torque of ~443 lb-ft. The 10R80 is rated significantly higher at ~590 lb-ft. This is the biggest practical difference. The 10R60 is lighter (by about 29lbs) and physically smaller, with low-friction internal parts for better efficiency and fuel economy.

The Raptor engines (3.0L V6 in Ranger/Braptor) make ~430–440 lb-ft stock (and tuned examples push higher), so the 10R60 is already operating near its design limit. The Godzilla V8 makes 475–485 lb-ft of torque without modifications.

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