Can you put a 7.3L Godzilla V-8 in a Ford Bronco? The answer is hell yes - and RTR just proved it's the perfect swap Ford never offered! While the Blue Oval claimed V-8s wouldn't fit, the aftermarket wizards at RTR Vehicles dropped Ford's massive 7.3-liter pushrod engine into a 2025 Bronco with shockingly little modification. Here's the kicker: this monster V-8 actually fits better than Ford's own twin-turbo V-6 engines, delivering 475 lb-ft of tire-shredding torque that makes the Bronco Raptor feel tame by comparison.We'll show you exactly how this insane swap works, why the Godzilla V-8 is secretly the perfect Bronco engine, and what makes the RTR Fun-Runner LT the most capable sixth-gen Bronco ever built. Whether you're dreaming about your own V-8 swap or just love seeing factory limitations get demolished, this is one build that'll make you question why Ford played it so safe with the production Broncos.
E.g. ：2026 Toyota Corolla Cross Hybrid: What's New & Is It Worth It?
- 1、The Beast Awakens: Meet the 7.3-Liter Broncomonster
- 2、Engineering Magic: How They Made It Fit
- 3、Off-Road Prowess: Built to Dominate
- 4、Details That Matter: From Bumpers to Batteries
- 5、Who's This Mad Machine For?
- 6、Beyond the Beast: Exploring the Bronco Culture
- 7、The Future of Bronco Performance
- 8、Living With a Monster
- 9、Building Your Own
- 10、FAQs
The Beast Awakens: Meet the 7.3-Liter Broncomonster
Why Ford Said "No" to V-8s (At First)
Remember when Ford claimed a V-8 wouldn't fit in the Bronco's frame? Yeah, about that... The engineers weren't lying - the wide-bodied Coyote 5.0L V-8 genuinely struggles in the Bronco's engine bay. But here's the kicker: they forgot about the Godzilla. This 7.3-liter pushrod monster slips in like it was made for the job, proving that sometimes the simplest solutions get overlooked.
Let me break it down for you: The Coyote V-8's overhead cams make it too wide, forcing you to either raise the engine (bad for center of gravity) or modify the frame (expensive). But the Godzilla? Its old-school pushrod design means it's actually narrower than Ford's own twin-turbo V-6s. I've seen LS swaps in Miatas that required less modification than fitting a Coyote into this Bronco!
Torque That'll Make You Grin Like an Idiot
Here's a question: What's better than 440 lb-ft of torque? 475 lb-ft at just 4,000 rpm, that's what! The Godzilla doesn't just outperform the Bronco Raptor's engine - it humiliates it. Check out these numbers:
| Engine | Horsepower | Torque (lb-ft) | Redline |
|---|---|---|---|
| 2.7L EcoBoost V6 | 315 | 410 | 5,500 |
| Bronco Raptor 3.0L | 418 | 440 | 6,000 |
| 7.3L Godzilla V8 | 430 | 475 | 5,500 |
The best part? This beast maintains over 400 lb-ft all the way to redline. That means whether you're crawling rocks or blasting through desert whoops, you've got grunt on demand. The turbo V-6s are great, but they can't match that instant, tire-shredding response.
Engineering Magic: How They Made It Fit
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The "Why Didn't Ford Think of This?" Solution
You know what's hilarious? The 7.3L fits better than Ford's own 2.3L four-cylinder. Seriously. Vaughn Gittin's team discovered the Godzilla slots right into the space designed for the EcoBoost engines, needing only new motor mounts. The factory hood even closes without modification - though good luck hiding that glorious V-8 rumble!
Here's the technical secret: pushrod engines are ridiculously compact compared to overhead-cam designs. While Ford's engineers were obsessing over high-tech twin-turbo setups, RTR went back to basics with this tractor-derived monster. The result? An engine bay that looks almost factory-stock, just with way more BRAAAP potential.
Transmission: The Unsung Hero
Ever wonder what handles all that torque? The 10R80 10-speed automatic - the same gearbox Ford uses in their Super Duty trucks. It's basically the automotive equivalent of putting a semi-truck transmission behind a muscle car engine. The beauty is in the details:
- Factory transfer case compatibility
- Proven durability under heavy loads
- Smooth shifts that don't upset the chassis off-road
This isn't some fragile race unit - it's built to handle years of abuse, whether you're daily driving (where legal) or punishing it in the dirt. And before you ask: No, there's no manual option. Some battles aren't worth fighting.
Off-Road Prowess: Built to Dominate
Suspension That Eats Boulders for Breakfast
Why settle for 12 inches of travel when you can have 18? The RTR team didn't just drop in a big engine - they built a suspension system that makes Trophy Trucks jealous. The key components read like an off-roader's Christmas list:
Fox Performance Elite 2.5" coilovers handle the daily damping duties, while 3.0" bypass shocks at all four corners manage the big hits. Custom Fun-Haver control arms keep everything aligned when the wheels are dangling in mid-air. It's the kind of setup that makes you want to find the roughest line possible.
Photos provided by pixabay
The "Why Didn't Ford Think of This?" Solution
Here's a question: How do you gain 6 inches of ground clearance without lifting the truck sky-high? 74 Weld portal axles, that's how. These gear-reduction hubs give you all the benefits of a massive lift kit without the sketchy high-center-of-gravity side effects. The front differential stays tucked up safe, while the rear gets a nearly indestructible Spidertrax 10-inch housing with ARB locker.
The result? A Bronco that can straddle boulders like a mountain goat, with 42-inch Nitto Grapplers that look comically large until you see them in action. I watched this thing climb obstacles that would stall a Jeep on 40s - all while the V-8 loafed along at idle. Torque solves everything.
Details That Matter: From Bumpers to Batteries
Exterior: Function Meets Aggressive Style
Starting with a Sasquatch Badlands package, RTR went full composite body armor. The flared fenders barely contain those massive tires, while the modular bumpers integrate Rigid lighting and a Warn winch. My favorite touch? The deleted rear tire carrier, which cleans up the look while (let's be honest) encouraging you to actually use that winch when you inevitably get stuck.
Up front, the signature RTR grille and lightbar announce this isn't your neighbor's Bronco. Those A-pillar lights aren't just for show either - they'll save your bacon when night falls in the backcountry. Everything screams "I mean business" without looking like a rolling parts catalog.
Interior: Race-Ready But Surprisingly Livable
Slide inside and you'll find Recaro ORV seats that hold you better than your first love, yet are somehow comfortable enough for all-day adventures. The stock seatbelts keep things street-legal (where applicable), while the rear seat delete makes room for the real party trick: four Optima batteries with smart disconnect modules.
ARB's twin compressor lives back there too, with quick-connect air lines for tire inflation. It's the kind of thoughtful detail that separates show trucks from real trail beasts. My only complaint? The hydraulic steering conversion (necessary for those massive tires) eliminates Ford's lane-keeping tech. Like you'd use it anyway.
Who's This Mad Machine For?
Photos provided by pixabay
The "Why Didn't Ford Think of This?" Solution
Let's be real - this isn't for the guy who wheels his stock Badlands on weekends. The Fun-Runner LT is for the hardcore enthusiast who views "moderate trails" as warm-up laps. At an estimated $150k+ (before donor vehicle), it's a statement piece for those who demand the absolute best.
But here's the good news: RTR is taking orders. That means if you've got the means and the need for a 7.3-liter Bronco, you won't be alone for long. Just don't expect to register it in California - this beast is strictly for off-highway use in most states.
Final Thoughts: The Bronco Ford Should Have Built
Watching this thing tear through Moab during Easter Jeep Safari was proof positive: sometimes the aftermarket does it better. Ford played it safe with turbo sixes, while RTR said "hold my beer" and dropped in an engine that belongs in a Class 8 truck.
Is it overkill? Absolutely. Is it the most awesome Bronco variant ever conceived? Without question. Now if you'll excuse me, I need to go convince my wife that we "need" a $150k off-road toy...
Beyond the Beast: Exploring the Bronco Culture
The Underground Bronco Racing Scene
You think this 7.3L monster is crazy? Wait till you see what the underground racing crews are doing with Broncos! Every weekend across America's deserts, modified Broncos are quietly dominating time-attack events that used to be Trophy Truck territory. These aren't your grandpa's rock crawlers - they're hitting 100+ mph over whoops that would snap a Raptor's frame.
Here's the wild part: Many teams are using junkyard 6.8L Triton V10s from old Ford vans because they're cheaper than the Godzilla. I watched one crew in Arizona build a 500hp Bronco for under $30k using mostly salvaged parts. Makes you wonder - why aren't more manufacturers tapping into this grassroots innovation?
Bronco vs. Jeep: The Never-Ending Debate
Let's settle this once and for all - modern Broncos are eating Jeep's lunch in the aftermarket scene. While Wranglers still dominate mall parking lots, the Bronco's independent front suspension (on some models) gives it a distinct advantage at speed. Check out how modification costs compare:
| Upgrade | Bronco Cost | Wrangler Cost | Performance Gain |
|---|---|---|---|
| 35" Tire Package | $3,200 | $3,800 | +15% capability |
| Basic Lift Kit | $1,500 | $2,100 | +2" clearance |
| V8 Swap | $25k-40k | $35k-50k | +200hp |
The numbers don't lie - Broncos are becoming the smart choice for serious off-roaders. And with Ford's modular design, you can swap entire front clips between models. Try that with your precious Jeep!
The Future of Bronco Performance
Electric Broncos? Not So Fast...
Everyone's talking about electric off-roaders, but let me tell you why Broncos will be the last to go fully electric. Torque curves matter when you're rock crawling, and current EV systems still can't match the instant, controllable power delivery of a big V8. I've driven prototype electric Broncos, and while they're impressive on paper, something gets lost in translation when you're actually on the trail.
That said, hybrid systems show real promise. Imagine this Godzilla V8 with an electric motor helping out at low RPMs - we could be looking at 600+ lb-ft of torque without sacrificing range. Ford's already testing these systems in their Super Duty trucks, so it's only a matter of time before the tech trickles down to Broncos.
The Aftermarket Arms Race
Right now, we're seeing companies compete to build the most outrageous Bronco conversions. RTR's 7.3L is just the beginning - I've heard rumors of twin-turbo setups pushing 800hp to all four wheels. The real innovation isn't in the power though; it's in the integration of modern tech with old-school muscle.
One shop in Texas is developing an AI-assisted traction control system that learns your driving style. Another in Colorado created bolt-in portal axles that don't require cutting the frame. This is the golden age of Bronco performance, folks. Twenty years from now, we'll look back at these builds the way we view classic '70s Broncos today.
Living With a Monster
Daily Driving the 7.3L
Can you actually use this beast as a grocery getter? Surprisingly, yes - with some compromises. The Godzilla engine idles smoother than you'd expect, and modern fuel injection means it starts right up even in freezing weather. You'll get about 12-14 mpg if you behave yourself (good luck with that).
The real challenge comes in parking lots. Those 42-inch tires turn like the Queen Mary, and the hydraulic steering has zero feedback at low speeds. Parallel parking becomes an extreme sport - I once spent 15 minutes trying to squeeze into a spot that a Mini Cooper would've taken easily. Worth it? Absolutely.
Maintenance: Easier Than You'd Think
Here's the beautiful part: This 7.3L is essentially a heavy-duty truck engine with simple, proven components. Oil changes take 15 minutes, spark plugs are easily accessible, and there's enough room in the engine bay to actually work on things. Compare that to the cramped EcoBoost engines where you need to remove half the accessories just to change a belt!
The transmission is equally bulletproof. These 10-speeds have been tested in F-250s hauling max loads up mountain passes. In a Bronco? It'll likely outlast the rest of the truck. Just don't forget to service the portal axles every 15,000 miles - those gear reductions need fresh lubricant to stay happy.
Building Your Own
Where to Start
Want to build something similar but can't swing $150k? Start with a used Badlands trim - the factory lockers and disconnecting sway bar give you an excellent foundation. From there, prioritize:
- Axle upgrades before power
- Quality suspension components
- Proper gearing for your tire size
I've seen impressive builds come together for under $50k using salvage yard engines and smart part choices. The Bronco community is incredibly supportive too - forums are full of people willing to share their build sheets and lessons learned.
Common Pitfalls to Avoid
New builders often make the same mistakes: putting huge tires on stock axles, skipping proper cooling upgrades, or cheaping out on steering components. Don't be that guy. A well-built Bronco should be reliable enough to drive to the trail, beat on all weekend, then drive home. Anything less means you cut too many corners.
My personal rule? Budget twice as much time and money as you initially estimate. These projects always snowball - what starts as a simple engine swap often leads to "while we're in there" upgrades that add months to the timeline. But when you finally fire up that big V8 for the first time? Pure magic.
E.g. ：7/30/2025 Update - Bronco Raptor Godzilla 7.3L V8 Conversion ...
FAQs
Q: Why didn't Ford put the 7.3L Godzilla in the Bronco originally?
A: Ford engineers initially claimed no V-8 would fit between the Bronco's frame rails, and they were right - about their own 5.0L Coyote V-8. The overhead-cam Coyote is simply too wide for the Bronco's engine bay without major modifications. But here's what they missed: the 7.3L Godzilla's pushrod design makes it significantly narrower than Ford's twin-turbo V-6 engines. It's one of those "can't see the forest for the trees" situations - Ford was so focused on high-tech turbo engines they overlooked their own perfect solution. The aftermarket proved what Ford should've known: sometimes old-school engineering works best.
Q: How much power does the 7.3L Godzilla make in the Bronco swap?
A: In stock form, the Godzilla 7.3L V-8 pumps out 430 horsepower and 475 lb-ft of torque - already more than the Bronco Raptor's 418 hp and 440 lb-ft. But here's where it gets interesting: while the Raptor's twin-turbo V-6 needs revs to make power, the Godzilla delivers over 400 lb-ft from 2,000 rpm all the way to 5,500 rpm. That means instant, tire-spinning torque whether you're crawling rocks or blasting through desert whoops. And since this is an RTR build, we wouldn't be surprised if they've already found ways to extract even more power from this tractor-derived monster.
Q: Is the 7.3L Bronco swap street legal?
A: Currently, the RTR Bronco Fun-Runner LT is being sold as an off-highway vehicle only. While the swap itself is remarkably clean (the stock hood even closes without modification), emissions certification and other red tape make street legality complicated. That said, we've seen crazier things get registered in some states - especially if you're working with a pre-emissions donor vehicle. Our advice? Check your local laws carefully before attempting this swap if you want to drive it on public roads. But let's be honest: a beast like this belongs in the dirt anyway.
Q: What makes the Godzilla V-8 better than the Bronco Raptor's engine?
A: While the Raptor's twin-turbo 3.0L V-6 is impressive, the Godzilla V-8 offers three key advantages: simplicity, torque, and durability. Without turbos or complex overhead cams, the 7.3L is easier to work on and less prone to heat-related issues when crawling. Its massive displacement means torque comes on instantly - no waiting for turbos to spool. And let's face it: there's just something magical about a big, naturally aspirated V-8 that revs like a truck engine but sounds like pure Americana. For hardcore off-roading where low-end grunt matters more than peak horsepower, the Godzilla is frankly the better choice.
Q: How much does a 7.3L Bronco swap cost?
A: If you have to ask... seriously though, the complete RTR Fun-Runner LT package will set you back well over $150,000 (before the donor Bronco). That includes not just the engine swap, but the full race-spec suspension, portal axles, and all the other goodies that make this a turnkey off-road monster. For DIYers, a basic 7.3L swap would cost significantly less - maybe $25-40k depending on how much work you farm out. But remember: the RTR version is essentially a trophy truck in Bronco clothing. As Vaughn Gittin Jr. says, "This isn't for the average-income enthusiast." Then again, when has that ever stopped a true gearhead?
