Starting my dream build of a V8 Godzilla re-powered Stealth Black Ranger Raptor.

[cc1999]

That's good and bad. If it's the first one its pretty cool. Even though they won't have done multiple to get any kinks worked out it seems like they've done enough of the broncos to have a pretty good idea of what they are doing

We know some things will for sure be different.
Ie. Drive shaft length would be different from the Bronco to Ranger.
Which drive shaft, exhaust and stuff like that should not be all that difficult to create.

Their goal is to come up Kits that can be DIY for some high skilled guys or done locally at performance shops around the country.

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[MauiMax]

We know some things will for sure be different.
Ie. Drive shaft length would be different from the Bronco to Ranger.
Which drive shaft, exhaust and stuff like that should not be all that difficult to create.

Their goal is to come up Kits that can be DIY for some high skilled guys or done locally at performance shops around the country.

That would be awesome if they started selling kits. And it sounds like the stuff that will be different from the bronco will also be the easiest to figure out. I think the most difficult part is probably integrating all the electronic systems like the ACC. That at least shouldn't be too different from the bronco

 

[Slyder]

I did see a thing from Juicy, last week, that they were leaving Texas but I think the Georgia shop is staying where it's at.

A DiY kit would be cool and I'm pretty sure I could pull it off, BUT I don't know anyone who has the space/ shop space where I could keep the truck while it's going thru the conversion. (pretty sure my Condo association would frown on it )
There aren't many places in my area I would or could trust with a conversion, so I would end up needing to take it to one of the places/shops they recommend.

 

[cc1999]

I did see a thing from Juicy, last week, that they were leaving Texas but I think the Georgia shop is staying where it's at.

A DiY kit would be cool and I'm pretty sure I could pull it off, BUT I don't know anyone who has the space/ shop space where I could keep the truck while it's going thru the conversion. (pretty sure my Condo association would frown on it )
There aren't many places in my area I would or could trust with a conversion, so I would end up needing to take it to one of the places/shops they recommend.

From what I understand Juicy has already moved to Utah .

Not real sure the status of the GA or Texas Juicy facilities.

If this project moves forward with Juicy Motorsports, my understanding is the truck is going to be shipped to Michigan for the conversion, supposedly it’s a very large facility and does work directly with Ford performance . I need to learn more about this facility, sounded impressive.

 

[BigMeatsBronco]

Wow, this is interesting...I talked to Juicy a few moths ago when they were moving from Georgia to Texas, (now there in utah?) and they actually offered me a job with them doing engine swaps...as I've completed the ONLY Predator powered Bronco and could add offer additionalinformationand resources.... BUT, I mentioned the salary I would need to relocate to Texas, they went quiet.

If this falls through, for any reason, Im here In Oregon, and would be happy to do the 7.3 swap for you. Shocked that Jucy moved 2 times in 4 months!!! I wish Jucy and the OP only the best, but sounds like a disaster waiting to happen. How do you effectively move tools, business, ect AND numerous customers project trucks around the country, numerous times and not go bankrupt? All the while accepting deposits for distant future builds...sounds familiar somehow

 

[cc1999]

Wow, this is interesting...I talked to Juicy a few moths ago when they were moving from Georgia to Texas, (now there in utah?) and they actually offered me a job with them doing engine swaps...as I've completed the ONLY Predator powered Bronco and could add offer additionalinformationand resources.... BUT, I mentioned the salary I would need to relocate to Texas, they went quiet.

If this falls through, for any reason, Im here In Oregon, and would be happy to do the 7.3 swap for you. Shocked that Jucy moved 2 times in 4 months!!! I wish Jucy and the OP only the best, but sounds like a disaster waiting to happen. How do you effectively move tools, business, ect AND numerous customers project trucks around the country, numerous times and not go bankrupt? All the while accepting deposits for distant future builds...sounds familiar somehow

Thanks.
Very interesting.

I would say it's not as complicated as it might seem.
Especially since it seems Juicy is not actually the one turning the wrenches doing the swaps.
Least not how it will be working on my swap.

Stamperbuilt was the partner in Texas that was doing the wrench turning on the Juicy swaps.
I doubt those vehicles are moving if there are in fact still any in the works from that whole group.

Juciy has since parted ways with the group, and he has new facility somewhere in Michigan that will be doing mine.

I am told it's a much larger shop with 20 some odd employees or something like that.
Waiting to learn more.

All seems still a little vague, but I was asured I would have all the details worked out soon.
I spoke to Jeff again over the weekend.

He thinks we can or should be able to get started on my project within the next 30-45 days.

The prior setup was Maxlider Brothers were doing the marketing.
Stamper built was doing the physical work on the conversions.
Stanghi was doing the Tuning on the last couple that Maxlider Bros were involved with the group on.

That is my understanding of the prior structure, not sure where any of that stands other than Juicy seems to have split off from that group for some reason I am not really aware of the details as to why.

I am really in hopes at some point we have Ford option modeled after the Jeep AMW model. I think from talking with Jeff, that is the goal to have something similar and also sell engine swap kits that can be shipped out around the country for advanced DIY or pro performance shops to install.

 

[cc1999]

Update: Been chatting with the owner of that Bronco Raptor Godzilla swap over on the Bronco Forum.

The owner of this bad ass machine.

7/30/2025 Update - Bronco Raptor Godzilla 7.3L V8 Conversion | Bronco6G - 2021+ Ford Bronco & Bronco Raptor Forum, News, Blog & Owners Community

He was kind enough to share with me a lot of info on some of the details of what will be involved.
Which I have quote him down below.

Lots of interesting info for anyone interested in the project.
This is from one of the few people that I know of that has been through the process.

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!

 

[superj]

that has to wear out that t-case. running different gears. thats crazy. wet clutch, dry clutch, no matter what, that mismatch has to wear something

 

[cc1999]

that has to wear out that t-case. running different gears. that's crazy. wet clutch, dry clutch, no matter what, that mismatch has to wear something

That was first I had ever heard about that was today.
Was a little surprised by that as well.

I am thinking that there is literally thousands of RRs on the road with that split ratio setup.
Could be a common practice these days for all I know, all the 4x4 ranger and F150s might be like that. I don't really know if this is exclusive to the RR or if it is common on a lot of trucks these days.
?????

I figure, Ford must have engineered a way to make it work, and/or had a reason for going with that combo.

 

[rocsteady]

Soooooooo....except for all those things listed above, it's just pull one engine out and put a cooler, bigger, louder one in. Got it.

 

[cc1999]

Here is an updated correction posted on the Bronco forum that I thought I better update here as well.

BigMeatsBronco said:

The Ranger Raptor does not have m220 rear axle...it gets a special banjo style with a drop out section, very similar to a ford 9".

Thanks I went through and edited my post to correct this as it was picked up in error from the AI summary. I also corrected an AI summary error in which the LLM had not learned that Ford originally misprinted the Ranger Raptor axle ratios front and rear in the original Ford Ranger Raptor literature. It's now been fixed and just for posterity, here's the corrected frontend and rearend types and ratios:


Correct 2025+ US Ranger Raptor Specs

• Front axle (final drive): 4.27:1 (Dana Advantek M210 with electronic locker)
• Rear axle (final drive): 4.27:1 (8.9" ring gear with electronic locker)
• Transfer case: 2-speed with wet clutch for 4A mode + ~3.1:1 low range

I updated his quoted info here as well.

 

[dolsen]

Here is an updated correction posted on the Bronco forum that I thought I better update here as well.




I updated his quoted info here as well.

I’m moderately slow at times, is this a correction from earlier stating the axle ratios front and rear on the RR did not match, but now the you’re saying they do match?

 

[bl1nd]

I was wondering about that. I could for the life of me think of why the the def gearing would be missed matched, and when I was looking into it I came across the Ford document that stated the mismatched gearing but they also stated the 3.0L had both direct and port injection.

 

[cc1999]

Yea, I never had heard of that either, but deep dives into axle ratios that are not optional, has never been on my priority list of things to dig into. If there were ratio choices then yea, I use to dig into that sort of thing to determine which one one better suit my needs, but now days seems optional axle ratios are non existent on mid size trucks all together.

Seems he used some AI to aid in the Ranger research that he shared with me on the Bronco forum, and as I mentioned since he corrected it over on the Bronco forum, I did another cut and paste to correct my quote of his here as well.

 

[Slyder]

I've run across occasions where the A.I. search info was mostly wrong sprinkled with an occasional correct piece of info, so I have a tendency to just do my own research when I have time.

The mixed gear ratio and the rear differential as being an M220 in particular, caught my eye as incorrect. I don't think the exhaust will be much of an issue and the added front end weight shouldn't be much of an issue either. The weight difference between the 7.3 and 3.0TT is in the neighborhood of 100 - 150 lbs.

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