The Three Swaps That Dominate the F100 World
If you are building a modern-powered F100, the conversation almost always narrows to three engines: the GM LS, the Ford Coyote 5.0, and the Ford Godzilla 7.3. Each one can turn a classic truck into a fast, reliable daily driver or weekend weapon. But they differ dramatically in cost, complexity, character, and how the truck community will react when you pop the hood. This guide breaks down all three options with real specs, real costs, and honest opinions so you can pick the right engine for your build.
For a broader look at every factory and swap engine that fits the F100, see the complete engine compatibility guide. If you want a step-by-step overview of the swap process itself, start with the engine swap guide.
Engine Specs at a Glance
| Spec | GM LS (5.3L Truck / LS3 6.2L) | Ford Coyote 5.0L (Gen 3) | Ford Godzilla 7.3L |
|---|---|---|---|
| Architecture | Pushrod OHV V8, aluminum block (LS3) or iron (5.3 truck) | DOHC 32-valve V8, aluminum block | Pushrod OHV V8, cast iron block |
| Displacement | 325 ci (5.3L) / 376 ci (6.2L) | 302 ci (5.0L) | 445 ci (7.3L) |
| Bore x Stroke | 3.78” x 3.62” (5.3) / 4.06” x 3.62” (LS3) | 3.63” x 3.65” | 4.22” x 3.98” |
| Horsepower | 285-320 hp (5.3 truck) / 430 hp (LS3) | 460 hp (Gen 3) / 480 hp (Gen 4) | 430 hp |
| Torque | 340 lb-ft (5.3) / 425 lb-ft (LS3) | 420 lb-ft (Gen 3) | 475 lb-ft |
| Compression | 9.6:1 (5.3) / 10.7:1 (LS3) | 12.0:1 | 10.5:1 |
| Weight (dressed) | ~400 lbs (aluminum 5.3) / ~465 lbs (LS3) | ~445 lbs (Gen 3) | ~540 lbs |
| Width | ~24” (valve cover to valve cover) | ~29” (valve cover to valve cover) | ~25.5” (valve cover to valve cover) |
| Fuel System | Port injection (Gen III/IV) | Direct + port injection (Gen 3) | Port injection |
| Engine Management | Standalone harness required | PCM + Control Pack or standalone | PCM + Control Pack or standalone |
The GM LS: Maximum Value, Maximum Controversy
The LS is the elephant in the room. Putting a Chevy engine in a Ford truck triggers strong reactions at shows and on forums. But the practical arguments are hard to dismiss.
Why Builders Choose the LS
The junkyard 5.3L truck engine is the most affordable high-performance V8 you can buy. A complete 5.3L with wiring harness, ECU, and accessories pulls for $500 to $1,500 from a salvage yard. In stock form it makes 285 to 320 horsepower with excellent fuel economy and bulletproof reliability. With a cam swap, long-tube headers, and a tune, a 5.3 easily reaches 370 to 400 horsepower for under $1,500 in parts.
If you want more power out of the box, the LS3 6.2L produces 430 horsepower as a crate engine from Chevrolet Performance for around $7,800 to $8,500. The entire LS family shares the same compact architecture: narrow, short, and light. An aluminum-block 5.3 weighs roughly 400 pounds dressed, lighter than a stock Ford 351 Windsor.
The LS aftermarket is the deepest in the engine world. Camshafts, heads, intakes, supercharger kits, turbo manifolds: everything exists, in multiple price points, from dozens of manufacturers. If something breaks at 9 PM on a Thursday, your local parts store probably has what you need on the shelf.
LS Fitment in the F100
The LS is physically compact (roughly 24 inches wide at the valve covers) and shorter than most Ford V8s. It fits in every generation F100 engine bay without firewall modification. The main clearance issue is the oil pan: the stock LS truck pan hits the F100 front crossmember, so a retrofit pan from Holley, Canton, or Moroso is required.
F100-specific LS swap kits are available from Holley, CJ Pony Parts, Dirty Dingo, and Autofab. These kits include motor mounts and sometimes oil pan solutions and header options. For fifth-generation (1967-1972) Bumpsides and sixth-generation (1973-1979) Dentsides, the swap is well-documented with multiple kit options. Earlier trucks require more specialized mounts but the swap is still feasible.
LS Transmission Pairings
| Transmission | Type | Speeds | Notes |
|---|---|---|---|
| 4L60E | Automatic | 4-speed | Most common LS pairing, affordable, handles up to ~450 hp |
| 4L80E | Automatic | 4-speed | Heavier duty, handles 500+ hp, larger and heavier |
| 6L80E | Automatic | 6-speed | Modern overdrive, excellent for highway cruising |
| Tremec T56 / Magnum | Manual | 6-speed | Premium manual option, adapter plate required |
| Tremec TKX | Manual | 5-speed | Compact, strong, popular in restomod builds |
Most LS swaps in F100s use the 4L60E because it comes with junkyard engines, is inexpensive, and is well understood. A standalone transmission controller from US Shift or Compushift runs $400 to $700. The 6L80E is the better long-term choice if you are building from scratch because the two extra gears make a real difference on the highway.
LS Cost Breakdown
| Component | Junkyard 5.3 Build | LS3 Crate Build |
|---|---|---|
| Engine | $500-$1,500 | $7,800-$8,500 |
| Transmission (4L60E / 6L80E) | $200-$600 | $800-$2,000 |
| Swap kit (mounts, pan, headers) | $800-$1,500 | $800-$1,500 |
| Standalone wiring harness (Holley Terminator X, PSI) | $1,000-$1,500 | $1,000-$1,500 |
| Fuel system (EFI lines, pump, regulator) | $300-$600 | $300-$600 |
| Cooling (aluminum radiator, fans) | $300-$600 | $300-$600 |
| Trans controller | $400-$700 | $400-$700 |
| Driveshaft, misc hardware | $300-$500 | $300-$500 |
| Total (DIY) | $3,800-$7,500 | $11,900-$15,900 |
The junkyard 5.3 path is the cheapest way to put 300+ reliable horsepower in an F100. Nothing else comes close on cost per horsepower.
The Ford Coyote 5.0: The Premium Ford-in-a-Ford Swap
The Coyote is the engine that lets you keep Ford power in a Ford truck while running modern technology. It is a dual-overhead-cam, 32-valve, 5.0-liter V8 with both direct and port fuel injection (Gen 3 and later). It revs freely to 7,500 RPM, makes tremendous power for its displacement, and sounds absolutely fantastic through a proper exhaust. See our complete Coyote swap guide for detailed installation steps covering engine sourcing, wiring, and generation-specific fitment.
Why Builders Choose the Coyote
The Coyote produces 460 horsepower (Gen 3) to 480 horsepower (Gen 4) in factory crate form. That is serious power from a naturally aspirated 5.0-liter engine, more than an LS3 in a smaller package. The engine responds well to bolt-ons: a Coyote with long-tube headers, a cold air intake, and a tune will put down over 400 horsepower to the rear wheels.
For builders who care about brand authenticity, the Coyote is the answer. A Ford engine in a Ford truck with a Ford transmission earns respect at shows and in the community. The “keeping it Ford” sentiment is real, and it matters to a lot of F100 owners.
Ford Performance sells the Coyote as a crate engine. The Gen 3 (M-6007-M50C) lists around $9,500 to $10,500 through dealers, and newer Gen 4 crate engines run approximately $10,000 to $11,500. Used Coyotes pulled from wrecked Mustang GTs or F-150s typically sell for $3,500 to $6,000 depending on generation, mileage, and whether the PCM and harness are included.
Coyote Fitment in the F100
The Coyote is wider than both the LS and Godzilla due to its DOHC heads (roughly 29 inches across the valve covers). That width is the primary fitment challenge. In fifth-generation (1967-1972) and later F100s, the engine bay is generous enough to accommodate the Coyote, but clearance to the fender wells, steering box, and firewall must be verified.
In earlier trucks (1948-1966), the Coyote fits but requires more planning. The narrower engine bays of first through fourth-generation trucks mean tighter clearances and potentially custom header solutions.
Swap kits specifically designed for Coyote-into-F100 applications are available from Fat Fender Garage, TD Motion, Kugel Komponents, and JMC Motorsports. Fat Fender Garage offers generation-specific motor mount and crossmember kits covering 1953-1956, 1957-1960, 1961-1966, 1967-1972, and 1973-1979 trucks in both 2WD and 4WD configurations. TD Motion provides complete swap packages that include the engine, transmission, and all mounting hardware.
Coyote Transmission Pairings
| Transmission | Type | Speeds | Notes |
|---|---|---|---|
| 6R80 | Automatic | 6-speed | Most common Coyote pairing, from Mustang GT/F-150 |
| 10R80 | Automatic | 10-speed | Latest option, from 2018+ Mustang GT, requires Gen 3+ PCM |
| Tremec T56 / Magnum | Manual | 6-speed | Popular manual choice, strong aftermarket support |
| Tremec TKX | Manual | 5-speed | Compact alternative to the T56 |
The 6R80 is the go-to automatic for Coyote swaps because it comes with donor Mustangs and F-150s and is well supported by swap kits. The 10R80 from the 2018+ Mustang GT is the newer option with more ratios and better efficiency, but it requires a Gen 3 or later PCM and is still more expensive on the used market. A standalone transmission controller or the Ford Performance Control Pack is required to run either automatic.
The Ford Performance Control Pack (multiple part numbers depending on generation and transmission type) includes a calibrated PCM, engine harness, electronic throttle pedal, and all the connectors needed for a swap application. It is the cleanest path to wiring a Coyote but adds $1,500 to $2,500 to the budget. If you are converting from a carbureted engine and want to understand EFI basics before tackling a full swap, the EFI conversion guide covers throttle-body systems that bolt onto existing intakes.
Coyote Cost Breakdown
| Component | Used Coyote Build | Crate Engine Build |
|---|---|---|
| Engine | $3,500-$6,000 | $9,500-$11,500 |
| Transmission (6R80 used / 10R80) | $500-$1,500 | $1,500-$3,000 |
| Swap kit (mounts, crossmember) | $600-$1,200 | $600-$1,200 |
| Control Pack or standalone wiring | $1,500-$2,500 | $1,500-$2,500 |
| Fuel system (high-pressure DI pump, lines) | $400-$800 | $400-$800 |
| Cooling (aluminum radiator, fans) | $300-$600 | $300-$600 |
| Driveshaft, misc hardware | $300-$500 | $300-$500 |
| Total (DIY) | $7,100-$13,100 | $14,100-$20,100 |
The Coyote swap is significantly more expensive than a junkyard LS build, but it delivers more peak power and keeps the Ford badge under the hood. The used Coyote path (pulling an engine and 6R80 from a wrecked Mustang GT) is the sweet spot for value.
The Ford Godzilla 7.3L: The New Big-Block
Ford introduced the Godzilla 7.3L in the 2020 Super Duty trucks, and it immediately caught the attention of the swap community. It is a pushrod, cam-in-block, overhead-valve V8: old-school architecture with modern engineering. Think of it as Ford’s answer to the LS philosophy: keep it simple, make it big, and let displacement do the work. Our complete Godzilla swap guide covers engine sourcing, motor mounts, cam upgrades, and generation-specific fitment in detail.
Why Builders Choose the Godzilla
The Godzilla produces 430 horsepower and 475 lb-ft of torque in factory form. That torque number is the headline: 475 lb-ft from a naturally aspirated gas engine is massive, and it arrives at 4,000 RPM where a truck actually uses it. The engine runs on regular 87-octane fuel, which is a practical advantage over the Coyote’s preference for premium.
The pushrod design means the Godzilla is mechanically simpler than the Coyote. No timing chains running to overhead cams, no variable cam timing solenoids, and a more straightforward valvetrain. For builders who want to wrench on their own engine, the Godzilla is more approachable.
Ford Performance sells the Godzilla as a crate engine (M-6007-73B) for approximately $8,900. That is less than a Coyote crate engine and includes 430 horsepower and significantly more torque. For builders who want even more, Ford offers the Megazilla, a hopped-up version making 615 horsepower and 640 lb-ft, though at roughly $23,000, that is a different budget conversation.
The Godzilla also has enormous headroom for modification. With a cam swap and headers, the engine easily exceeds 500 horsepower. Builders with boost have pushed the factory bottom end past 1,000 horsepower, demonstrating the block’s strength.
Godzilla Fitment in the F100
The Godzilla is wider than a 351 Windsor by about two inches (25.5 inches across the valve covers) but narrower than the Coyote. Its deck height of approximately 9.50 inches makes it taller than a small-block Ford but more compact than the old 385-series 460. Overall dimensions are manageable in most F100 engine bays, particularly in fifth-generation (1967-1972) and later trucks.
The main fitment consideration is weight. At approximately 540 pounds dressed, the Godzilla is the heaviest of the three engines by a meaningful margin. That extra 100 pounds over a Coyote or aluminum LS sits over the front axle and affects handling. Upgraded springs or a coilover conversion may be necessary to keep the front end from sagging. Braking upgrades are also worth considering, since the extra weight needs to stop.
Swap kits for Godzilla-into-F100 are available from TD Motion, The Infamous Project, Five Bar Motorsports, and others. TD Motion offers complete packages including the crate engine, 10R80 transmission, control pack, and all mounting hardware. The Godzilla swap market is newer than the LS or Coyote markets, so there are fewer kit options, but the selection is growing rapidly.
Godzilla Transmission Pairings
| Transmission | Type | Speeds | Notes |
|---|---|---|---|
| 10R80 | Automatic | 10-speed | The natural pairing, from Super Duty / Mustang |
| 6R80 | Automatic | 6-speed | Works with adapter, simpler electronics |
| Tremec T56 / Magnum | Manual | 6-speed | Manual option, requires adapter or bellhousing |
| 4R100 / 5R110 | Automatic | 4/5-speed | Ford heavy-duty options for high-torque builds |
The 10R80 is the factory-intended pairing and the best choice for most builds. It provides ten well-spaced ratios that keep the Godzilla in its torque band on the street and drop RPMs on the highway. Ford Performance’s Control Pack for the Godzilla includes the PCM calibration for the 10R80.
Godzilla Cost Breakdown
| Component | Crate Engine Build |
|---|---|
| Engine (Ford Performance crate) | $8,900 |
| Transmission (10R80 used / new) | $1,500-$3,500 |
| Swap kit (mounts, crossmember) | $800-$1,500 |
| Control Pack or standalone wiring | $1,500-$2,500 |
| Fuel system (lines, pump) | $300-$600 |
| Cooling (aluminum radiator, fans) | $400-$700 |
| Driveshaft, misc hardware | $300-$500 |
| Total (DIY) | $13,300-$17,800 |
The Godzilla is developing a salvage-yard path as Super Duty trucks accumulate miles, get into accidents, or age out of fleet service. Expect to pay $2,000 to $4,000 for a low-mileage salvage-yard takeout depending on region and accessories included. That puts the Godzilla in LS-junkyard territory for a modern Ford V8 making 430 horsepower before modifications. See our Godzilla swap guide for detailed salvage-yard sourcing tips.
Head-to-Head: Which Swap Wins?
Best on a Budget: LS 5.3
Nothing beats a junkyard 5.3 for cost per horsepower. A complete, running swap for under $5,000 is realistic if you source smartly and do the work yourself. The LS aftermarket means parts are cheap and available everywhere.
Best Power Per Dollar: Godzilla 7.3
The Godzilla crate engine costs less than a Coyote crate and delivers more torque. At $8,500 for 430 horsepower and 475 lb-ft from a brand-new engine with a factory warranty, it is hard to argue with the value. The pushrod simplicity also means lower long-term maintenance costs.
Best Peak Performance: Coyote 5.0
The Coyote makes the most horsepower per liter of any engine on this list and revs highest. If you want a high-winding, high-revving engine that screams to 7,500 RPM, the Coyote is the only choice. It is also the lightest path to 460+ horsepower.
Best Torque for a Truck: Godzilla 7.3
With 475 lb-ft of torque at 4,000 RPM, the Godzilla puts power down where a truck uses it. That low-end torque translates to real-world pulling power and a satisfying driving experience around town.
Easiest Install: LS 5.3
The LS is the most commonly swapped engine in the hobby, period. The documentation, forum threads, YouTube videos, and kit availability are unmatched. If you have never done an engine swap before, the LS path has the most hand-holding available.
Best for Shows and Community Respect: Coyote 5.0
A Ford engine in a Ford truck matters to a lot of people. The Coyote earns nods at Ford shows and avoids the inevitable “why didn’t you keep it Ford?” comments. The Godzilla also checks the Ford box, but the Coyote has been the prestige swap for longer and has more recognition in the restomod scene.
Best Long-Term Investment: Coyote or Godzilla
An LS-swapped F100 will always sell for less than an equivalent Coyote or Godzilla build. Buyers in the Ford truck market want Ford power. If resale value matters to you, keep it in the family.
Fitment by F100 Generation
| Generation | Years | LS Fitment | Coyote Fitment | Godzilla Fitment |
|---|---|---|---|---|
| Gen 1 (F-1) | 1948-1952 | Tight but doable, custom mounts required | Tight, width is a challenge, custom everything | Width manageable, weight may require spring upgrades |
| Gen 2 | 1953-1956 | Good with aftermarket mounts | Fits with kit from Fat Fender Garage or TD Motion | Fits with aftermarket kit |
| Gen 3 | 1957-1960 | Good with aftermarket mounts | Fits, verify steering clearance | Fits, verify steering clearance |
| Gen 4 | 1961-1966 | Good with aftermarket mounts | Fits, wider bay helps | Fits, wider bay helps |
| Gen 5 (Bumpside) | 1967-1972 | Excellent, most kits target this generation | Excellent, most kits available | Excellent, most kits available |
| Gen 6 (Dentside) | 1973-1979 | Excellent | Excellent | Excellent |
| Gen 7 | 1980-1983 | Excellent | Excellent | Excellent |
Fifth-generation Bumpsides and sixth-generation Dentsides offer the easiest fitment for all three engines. The engine bays are wide, the firewalls are deep, and most swap kit manufacturers design their products around these generations first.
Supplier Directory
LS Swap Suppliers
- Holley — Terminator X engine management, LS swap oil pans, accessories
- CJ Pony Parts — F100 LS swap components, headers, mounts
- Dirty Dingo — LS motor mount adapters and accessories
- Autofab — LS swap motor mount kits for F100s and Broncos
- PSI Conversion — LS standalone wiring harnesses
- US Shift / Compushift — Transmission controllers for 4L60E/4L80E
Coyote Swap Suppliers
- Fat Fender Garage — Generation-specific Coyote motor mount kits, crossmembers, and swap components for all F100 years
- TD Motion — Complete Coyote swap packages with engine, transmission, and mounting hardware
- Ford Performance — Coyote crate engines, Control Packs, and accessories
- Kugel Komponents — Motor mounts and swap hardware
- JMC Motorsports — Coyote swap kits and components
Godzilla Swap Suppliers
- TD Motion — Complete Godzilla swap packages for F100s
- The Infamous Project — Turnkey Godzilla swap packages with engine, trans, and wiring
- Five Bar Motorsports — Godzilla swap components, cams, and accessories
- Ford Performance — Godzilla and Megazilla crate engines
- Holley — Godzilla accessory drive kits for F100 swaps
General Swap Suppliers
- Summit Racing / JEGS — Engine components, swap hardware, tools
- Speedway Motors — Motor mount kits, crossmembers, universal swap hardware
- Champion Cooling / Cold Case / Griffin — Aluminum radiators for F100s
- Dakota Digital / Classic Instruments — Aftermarket gauges compatible with modern engines
- Modern Driveline — Transmission swap kits and components
Making the Decision
Choose the LS if your priorities are budget, simplicity, and maximum aftermarket support. Accept the ribbing from Ford purists and enjoy 300+ reliable horsepower for the price of a set of tires.
Choose the Coyote if you want the ultimate Ford restomod powertrain, you value high-RPM performance, and you are willing to pay more for brand authenticity and the best resale value.
Choose the Godzilla if you want massive torque, pushrod simplicity, Ford heritage, and a factory-new engine at a lower price than the Coyote. Accept the extra weight and enjoy the most modern interpretation of the big-block Ford philosophy.
All three engines will transform an F100 into a fast, reliable, modern truck. The “wrong” choice is the one that sits in a crate in your garage because you over-thought it. Pick the engine that excites you, order the swap kit, and start wrenching.
Frequently Asked Questions
What is the cheapest engine swap for a Ford F100?
The GM LS 5.3L from a junkyard is the cheapest high-performance swap for any F100. A complete engine with wiring and ECU costs $500 to $1,500 from a salvage yard, and a full DIY swap including transmission, mounts, wiring, and cooling can be completed for $3,800 to $7,500. The 5.3 makes 285 to 320 horsepower stock and easily reaches 370 to 400 with basic modifications.
Is a Coyote or LS swap better for an F100?
It depends on your priorities. The Coyote 5.0 makes more peak horsepower (460 hp vs 285-320 for a junkyard 5.3), keeps Ford power in a Ford truck, and holds better resale value. The LS is cheaper, lighter, easier to install, and has the deepest aftermarket. Builders who prioritize budget and simplicity choose the LS. Builders who value brand authenticity and peak performance choose the Coyote.
How much does a Coyote swap cost in an F100?
A Coyote swap in an F100 costs $7,100 to $13,100 using a used engine from a wrecked Mustang GT, or $14,100 to $20,100 using a Ford Performance crate engine. Major costs include the engine ($3,500-$11,500), transmission ($500-$3,000), swap kit ($600-$1,200), and Control Pack or standalone wiring ($1,500-$2,500). Shop labor adds $5,000 to $10,000 on top of parts if you are not doing the work yourself.
Will a Godzilla 7.3 fit in an F100?
Yes, the Ford Godzilla 7.3L fits in most F100 engine bays. At 25.5 inches wide, it is about two inches wider than a 351 Windsor but narrower than a Coyote. Fifth-generation (1967-1972) and later trucks have the easiest fitment. Swap kits are available from TD Motion, The Infamous Project, and Five Bar Motorsports. The main consideration is weight: at approximately 540 pounds, the Godzilla may require upgraded front springs.
What transmission pairs with each engine in an F100 swap?
The LS pairs most commonly with the GM 4L60E or 4L80E automatic, or a Tremec manual with adapter plate. The Coyote pairs with the Ford 6R80 or 10R80 automatic from the Mustang GT, or a Tremec T56 manual. The Godzilla pairs best with the Ford 10R80 10-speed automatic. Each automatic transmission requires a standalone controller or the appropriate Ford Performance Control Pack.
Should I put a Chevy engine in my Ford truck?
That is a personal decision. The LS is objectively the most affordable and well-supported swap option, and thousands of F100s run LS power reliably. However, Ford purists and the show community generally prefer Ford engines in Ford trucks, and an LS-swapped F100 typically sells for less than an equivalent Coyote or Godzilla build. If you plan to show the truck or maximize resale value, keeping it Ford is the stronger move. If you want the cheapest path to reliable power and you do not care about badge loyalty, the LS is hard to beat.
How much horsepower can each engine make with modifications?
Stock, the 5.3 LS makes 285-320 hp, the LS3 makes 430 hp, the Coyote Gen 3 makes 460 hp, and the Godzilla makes 430 hp. With bolt-on modifications (cam, headers, intake, tune), the 5.3 reaches 370-400 hp, the LS3 reaches 500+ hp, the Coyote reaches 490-520 hp, and the Godzilla reaches 500-530 hp. All three platforms support forced induction for 600+ horsepower builds, with the Godzilla’s iron block handling boost particularly well.
Frequently Asked Questions
What is the cheapest engine swap for a Ford F100?
The GM LS 5.3L from a junkyard is the cheapest high-performance swap for any F100. A complete engine with wiring and ECU costs $500 to $1,500 from a salvage yard, and a full DIY swap including transmission, mounts, wiring, and cooling can be completed for $3,800 to $7,500. The 5.3 makes 285 to 320 horsepower stock and easily reaches 370 to 400 with basic modifications.
Is a Coyote or LS swap better for an F100?
It depends on your priorities. The Coyote 5.0 makes more peak horsepower (460 hp vs 285-320 for a junkyard 5.3), keeps Ford power in a Ford truck, and holds better resale value. The LS is cheaper, lighter, easier to install, and has the deepest aftermarket. Builders who prioritize budget and simplicity choose the LS. Builders who value brand authenticity and peak performance choose the Coyote.
How much does a Coyote swap cost in an F100?
A Coyote swap in an F100 costs $7,100 to $13,100 using a used engine from a wrecked Mustang GT, or $14,100 to $20,100 using a Ford Performance crate engine. Major costs include the engine ($3,500-$11,500), transmission ($500-$3,000), swap kit ($600-$1,200), and Control Pack or standalone wiring ($1,500-$2,500). Shop labor adds $5,000 to $10,000 on top of parts if you are not doing the work yourself.
Will a Godzilla 7.3 fit in an F100?
Yes, the Ford Godzilla 7.3L fits in most F100 engine bays. At 25.5 inches wide, it is about two inches wider than a 351 Windsor but narrower than a Coyote. Fifth-generation (1967-1972) and later trucks have the easiest fitment. Swap kits are available from TD Motion, The Infamous Project, and Five Bar Motorsports. The main consideration is weight: at approximately 540 pounds, the Godzilla may require upgraded front springs.
What transmission pairs with each engine in an F100 swap?
The LS pairs most commonly with the GM 4L60E or 4L80E automatic, or a Tremec manual with adapter plate. The Coyote pairs with the Ford 6R80 or 10R80 automatic from the Mustang GT, or a Tremec T56 manual. The Godzilla pairs best with the Ford 10R80 10-speed automatic. Each automatic transmission requires a standalone controller or the appropriate Ford Performance Control Pack.
Should I put a Chevy engine in my Ford truck?
That is a personal decision. The LS is objectively the most affordable and well-supported swap option, and thousands of F100s run LS power reliably. However, Ford purists and the show community generally prefer Ford engines in Ford trucks, and an LS-swapped F100 typically sells for less than an equivalent Coyote or Godzilla build. If you plan to show the truck or maximize resale value, keeping it Ford is the stronger move. If you want the cheapest path to reliable power and you do not care about badge loyalty, the LS is hard to beat.
How much horsepower can each engine make with modifications?
Stock, the 5.3 LS makes 285-320 hp, the LS3 makes 430 hp, the Coyote Gen 3 makes 460 hp, and the Godzilla makes 430 hp. With bolt-on modifications (cam, headers, intake, tune), the 5.3 reaches 370-400 hp, the LS3 reaches 500+ hp, the Coyote reaches 490-520 hp, and the Godzilla reaches 500-530 hp. All three platforms support forced induction for 600+ horsepower builds, with the Godzilla's iron block handling boost particularly well.