7.3 Godzilla Swap into Older F-150 – Complete Guide (1997-2014)

The 7.3L Godzilla V8 is the pushrod, gas-fed monster Ford designed for Super Duty trucks, but the aftermarket quickly realized it’s one of the best big-gas swaps ever created for older F-150s (1997-2008 OBS, 2009-2014 12th-gen, and even some 2004-2008 11th-gen trucks). With 430 hp and 475 lb-ft stock, port-injected reliability, and a block that routinely handles 1,000+ hp on pump gas, it turns any older F-150 into a tire-shredding sleeper that still gets better mileage than the old 5.4 Triton ever dreamed of.

Why the 7.3 Godzilla Is Perfect for an F-150 Swap

Cast-iron block, beefy 10-bolt mains, and forged crank built for commercial abuse
Port injection = zero carbon-buildup headaches
Variable cam timing (VCT) gives broad torque curve without turbos
Stock heads flow enough for 600+ hp with just cams and intake
Runs happily on 87 octane and synthetic 5W-30
Fits under the hood of 1997-2014 F-150s with only minor firewall massage on 2009-2014 trucks
Parts are still current-production Super Duty take-offs, so cheap and plentiful

Donor Engines & Cost Reality

Complete pull-out 7.3L Godzilla with 10R140 transmission, wiring harness, and PCM from wrecked 2020+ F-250/350 trucks typically runs $6,000-$9,000. Low-mile crate versions from Ford Performance are $9,500-$10,500. Add another $4,000-$8,000 in swap parts and labor depending on how turn-key you want it.

Required Swap Parts (No Shortcuts)

Engine mounts & oil pan

Ford Performance or QA1 custom swap mounts (1997-2003 or 2004-2014 specific)
Super Duty oil pan hits the crossmember on 2009-2014 trucks – use the Ford Performance low-profile swap pan or a custom 7-quart marine pan

Transmission choices

10R140 10-speed (best option) – needs standalone controller (US Shift or PMS) and custom crossmember
6R80 6-speed from 2011-2017 F-150 (bolts right up with adapter kit)
ZF6 manual from Super Duty (expensive but awesome)
Built 4R70W/4R75 (only if you want to keep it old-school and under 600 hp)

Exhaust

Long-tube headers designed for the swap (Stainless Works, Kooks, or Dirty Dingo)
3-inch duals with X-pipe is the sweet spot

Cooling & accessories

34-inch four-row aluminum radiator (Mishimoto or CBR)
Dual electric fans (SPAL or Derale)
Super Duty power-steering pump and hydroboost brake setup (highly recommended)

Electronics

ISIS, PSI, or Painless standalone harness
Keep the Super Duty PCM and tune with HP Tuners or SCT
Dakota Digital or Holley gauge cluster interface for older dashes

Driveline & suspension

Custom one-piece aluminum driveshaft
Upgrade to 2015+ F-150 9.75" rear axle or Sterling 10.5" if you plan over 800 hp
Fox or King 2.5 coil-overs up front to handle the extra 200 lbs of iron

Fitment Notes by F-150 Generation

1997-2003 (OBS & 10th gen)

Easiest swap. Flat firewall, tons of room. Engine sits 1-2 inches farther back than a 5.4, so hood clearance is perfect. Stock hood closes with no cutting.

2004-2008 (11th gen)

Still very easy. Minor trimming of the inner fender braces on some trucks. Stock hood works.

2009-2014 (12th gen)

Tightest fit. Requires small hammer dents in the firewall (2-3 inches deep, passenger side) or the Team Z firewall plate. Most owners cut and smooth it – still invisible under the hood. Aftermarket cowl hood gives unlimited room if you want zero cutting.

Performance Levels You Can Actually Hit

Stock long-block + tune + headers + intake: 480-500 hp / 520-540 lb-ft

Mild cam + CNC heads + intake: 600-650 hp on 87 octane

Big cam + built bottom end: 800-1,000+ hp (still pump gas)

Forced induction: 1,200-1,800 hp documented on stock block (with sleeves)

Real-world fuel economy: 15-18 mpg highway unloaded, 10-12 mpg towing 8,000 lbs – dramatically better than any old 5.4 or 6.2 ever managed.

A 1997-2014 F-150 with a Godzilla swap looks bone-stock from ten feet away but runs low 12s in the quarter on street tires, tows like a modern diesel, and never pings, knocks, or throws a timing chain. It’s the ultimate “restomod” powerplant: modern power and refinement in a classic body, with parts availability for decades to come.

If you have fabrication skills (or a good shop) and want the baddest gas-powered older F-150 on the planet, the 7.3 Godzilla swap is the only answer.