The Godzilla V8 has become a cult favorite among performance enthusiasts since its debut in the 2020 Ford Super Duty line-up. While many builders opt for a bolt-on block swap, Ben Strader took a different route: he transformed the stock 4.0-liter V6 of a 2001 Ford Ranger into a monstrous 511 cubic inches powerplant. The result is a naturally aspirated ( naturally aspirated ) engine that makes a clean-sheet entry into the drag-strip scene, delivering 800 horsepower and 721 lb-ft of torque without a single boost device.
Ben’s daughter, Ally Strader, now pilots the truck, routinely posting nine-second quarter-mile passes. The family’s social-media feed first revealed the project, but the technical depth behind the build is what truly sets it apart. From a custom crankshaft to CNC-machined heads, every component was chosen to support the massive displacement while keeping the engine’s rev range respectable at about 7,300 rpm.
Engine Architecture: From 4.0-L V6 to 511-ci Beast
To achieve the 511-ci displacement, the original 4.0-liter V6 bore was enlarged by.030 inches, necessitating a robust 4.5-inch crankshaft. Ben’s own venture, 10K Technology crafted the cylinder heads, equipping them with CNC-porting and high-spring valve train components that thrive at high RPM. Although the Godzilla family can rev to 10,000 rpm in some applications, this particular build tops out at roughly 7,300 rpm while still extracting the full 800 hp envelope.
The intake system received a dramatic upgrade as well. While a Brian Tooley Racing intake once lived under the hood, it was replaced with a set of 59-millimeter individual throttle bodies fabricated by NXTGEN Engineering of Australia. Complemented by billet valve covers, the engine sits prominently in the bay, prompting the use of a sliding cowl hood to accommodate the added height.
Drivetrain, Chassis, and Weight Management
Power reaches the rear wheels through a seasoned Powerglide transmission paired with a Gear Vendors under/over-drive unit. Ben programs the gearbox to act as a four-speed: an electric shifter from Motion Raceworks launches the truck in low gear, then shifts into over-drive, later into a high gear, and finally re-engages over-drive for top-speed runs. This sequence keeps the engine in its sweet spot throughout the strip while maintaining a simple, reliable layout.
Given the engine’s weight, the suspension was overhauled by Kinetic Engineering. Front Penske 7500 shocks featuring valved cartridges and extended ball joints provide roughly five inches of travel, allowing the front wheels to lift slightly at launch without sacrificing stability. The chassis now weighs about 3,000 pounds helped by a carbon-fiber front bumper that reduces front-end mass while preserving structural rigidity.
Strip Performance and Driver Dynamics
Ally’s runs consistently break the nine-second barrier, a remarkable feat for a naturally aspirated build of this size. The truck’s launch is characterized by a brief front-wheel lift, a direct consequence of the high torque output and the tuned suspension geometry. As the vehicle accelerates, the rear tires stay planted, and the nose rises, illustrating the balanced grip between front and rear ends.
Beyond raw numbers, the project showcases what can be accomplished when a family combines engineering acumen with passion. While many Rangers receive modest V8 swaps—often 302s—this is arguably the first Ranger to house a bored-out Godzilla block, making it a standout in the custom-truck community. Ally has hinted at future upgrades, including a potential manual transmission, suggesting the evolution of this remarkable build is far from over.
