Install 350 in s10

The 4-wheel-drive S trucks use different wheel offset than the 2-wheel-drive trucks, so these wheels will not bolt onto a 2-wheel-drive truck unless adapters are used. The rear suspension was lowered slightly by removing a leaf spring. This also softened the ride slightly. These changes saved about 30 lbs.

The rear bumper is from an S Blazer and the handle for the spare tire carrier was modified slightly for access to the spare tire. These details are what separates a complete factory type conversion from the novice. This also shows how making a simple change like replacing the bumper can be more work than expected.

A GMC Syclone, which is essentially the same vehicle, but with a turbocharged and intercooled 4. The Syclone comes with a tonneau cover and special ground effects body parts which add a few pounds, but it is interesting to note that the Corvette LT1 engine with aluminum heads actually weighs about the same as a 4.

The turbocharger and intercooler weigh at least 50 lbs. This truck is a blast to drive. It is smooth, quiet, and very fast. The all-wheel-drive transfer case makes it possible to do full throttle starts without wheel spin—even in the rain! The LT1 engine idles smoothly and pulls solidly right up to the redline rpm. Because of the traction, the full throttle shift is quite harsh. For example, our ZZ3 powered truck spins the tires on full-throttle upshifts, and with Baby Thunder, the four tires grab so hard that it feels like the rear suspension bottoms out during full throttle shifts as your head bangs against the headrest during the shift.

It's actually kind of fun! We left the ZZ3 powered truck with a magazine editor for over a year. The truck racked up about 10, miles, an unpaid parking ticket, and a Hit-and-Run accident. To make a long story short, the editor claimed he had nothing to do with the accident, but he paid the owner of the other car cash, within 24 hours of getting informed of being a suspect. Even more coincidental was the fact that the editor looked remarkably similar to whoever was driving the truck when it hit the other vehicle.

After we got the truck back from magazine-land, we decided it was time to add air-conditioning. As you can see, we installed an engine-driven cooling fan hidden by the fan shroud. We prefer engine-driven fans over electric fans. The air conditioning compressor and bracketry are from a V8 Camaro. The accumulator is from a 4.

The air-conditioning hoses are from a — V6 Camaro and bolt up to the truck with mild tweaking on the end that attaches to the compressor. The fan is 18" in diameter, and the fan belt to the a. Also, the radiator must be offset towards the driver's side so that the a.

In other words, it all fits, but it is tight. This is the truck shown on page , but with a TPI engine and a Vortech supercharger. As simple and clean as this installation looks, it must be noted that it wasn't completely simple. The biggest obstacle to this installation was that the alternator could not be mounted as per the kit because the steering box was in the way remember, the kit is for a Camaro!

Custom brackets were made so that the alternator could be mounted where the air-conditioning compressor normally goes, but this truck is not equipped with air-conditioning. Another obstacle with this installation is the clearance between the supercharger, the upper radiator hose, and the radiator. It all fits, but it is a bit too tight for our tastes.

We have no performance numbers for this truck, as it was sold shortly after this photograph was taken. At this time, we don't recommend the LT1 swap for people who want to do a simple and inexpensive swap. The LT1 swap is expensive, complex, tedious, and expensive.

Did we mention it can get expensive? The owner of this Blazer went out and purchased an LT1 out of a wrecked Camaro, thinking it was like any other small-block V8. The LT1 engines are significantly different than the "conventional" small-blocks, and are more difficult to install into the S As this book was going to print, we had been following the Camaro LT1 swap into the Blazer.

This swap is a lot of work, but the experience and knowledge gained from this swap carry over to "normal" small-block S V8 swaps, and made it possible to improve the refinement and performance of the V8 swap.

One of the goals of this swap was to use the Camaro LT1 exhaust manifolds so as not to restrict the performance of the engine. Also, the air-cleaner ducting had to be efficient, again, so as not to restrict the power of the engine. The engine should be able to put out its full rated "net" horsepower. In magazine numbers, it would be more like "gross" horsepower.

Also, the cooling system had to function so that the engine would not overheat in hot weather while the air conditioning was putting cool air into the passenger compartment. As you can see from the above photo, the LT1 swap looks quite good. What the photo doesn't show, is how much work, skill and money was involved in completing this swap. The radiator was moved forward to where the a.

An aftermarket a. The air cleaner is from a S with the 4. In addition, the engine is offset to the passenger's side by 1" to improve clearance between the exhaust manifold and the steering shaft.

The owner opted to mount the LT1 engine computer onto a — S coolant recovery tank, because that is where the computer is mounted on — S's. Mounting the late model coolant recovery tank into the older truck required custom brackets, and modifications to the inner fender panel. In addition, the heater hose fittings on the heater core required shortening, and heater hoses required rerouting.

The point: If you want to install an LT1 into an S, you must understand the nature of the swap, and how difficult, expensive, and time-consuming it can be. This S truck has a Vortech supercharger. The performance of the supercharged V6 is similar to that of a V8 powered S truck.

The supercharger system adds 50 lbs to the front of the truck. Cost of the Vortech Supercharger for — S Trucks with the 4. This may seem like a lot of money, but it is less costly than a typical V8 swap on a — S truck, and it takes a lot less time. It took the author about 16 hours to install the kit, which comes complete with an additional fuel pump, boost retard ignition system, and auxiliary fuel management system. The author could probably do the job a second time in 8 hours.

Vortech advertises the supercharger to increase horsepower from stock to Based on the performance improvements on this particular truck, the advertised claims are accurate, if not a bit conservative. The supercharger is an interesting way to improve performance, and there is potential to improve performance even more. The truck above weighs lbs with the driver.

With 3. With exhaust modifications headers and cat back system the truck did 83 mph in the quarter mile which calculates to hp without the supercharger. We do not, however, believe a supercharged truck should be driven under boost for long periods of time. In other words, it is great for passing and accelerating onto the freeway, and quarter-mile racing. However, if you plan on towing a heavy trailer behind your truck up a long hill, you should not keep your foot to the floor for more than a few seconds at a time because the heat build-up inside the engine could damage the stock pistons.

At high altitudes above feet , where the air is thin, it is probably ok to drive under high boost for longer periods of time. The latest Vortech superchargers are nearly silent. The power increase from the supercharger is minimal at engine speeds below rpm. At rpm, the supercharger delivers about 3 lbs of boost and the power increase can be felt. At rpm, boost is 9 psi. By removing the snorkel on the air-cleaner assembly, and enlarging the intake opening on the air-cleaner assembly, boost improved to 12 psi at rpm.

Improving the exhaust system also improved performance. To make a long story short, supercharged engines respond well to free-flowing exhaust systems and low-restriction cold-air intake sytems—a whole book could be written about superchargers and ways to improve the performance of supercharged engines.

Also, the supercharger requires premium fuel. If you notice the rod hanging below the leafspring, it is a prototype torque-reaction-rod which reduces pinion angle changes caused by axle wind-up. Its function is similar to traction bars, but it does not noticeably affect the ride. It is designed to be completely streetable, and should be available from Stealth Conversions by the end of the year We used the stock transfer case, driveshafts, and front and rear axles.

We are not sure how some people measure horsepower, performance, and fuel mileage, but we use a chassis dynamometer to measure rear wheel horsepower. To measure performance, we use a Vericom on-board Performance computer accelerometer , or we go to the dragstrip. We measure gas mileage by dividing distance traveled by fuel consumed. And we use accurate scales to measure vehicle weight and weight distribution.

You will have to research the kits, look for motor mounts and exhaust alignment. Due to the length of the motor the shroud cannot be re-used on the rad. I recommend switching to dual electric fans with a full coverage shroud and upgrading to a 4 core rad. I'm using one from a 70's caddy, biggest one that would fit with the flush angled rad cap. Gdrake74 answered 3 years ago. I have a couple question, I have a 96' sonoma SLS 2wd ext cab with a 4. I wanted to swap a 89 tpi. The yard also has a 6 speed that I can get with it.

It comes with a brain but my biggest concerns are 1. I read an article saying only some headers will work with certain motor mounts for clearance of the steering shaft. Would I have to keep the vortec brain for my truck to run even with the tpi computer and harness. What's the best radiator swap available to keep it cool? I don't plan on any crazy upgrades on the motor.

Going from hp to is perfectly fine for me. Allstar Spec Sheet. For more information, go to www. Some orders may take longer than normal, we apologize for any delays we are trying! Recent Posts. We are going to highlight more champions from the race season featuring an inaugural series win …. Rating Required Select Rating 1 star worst 2 stars 3 stars average 4 stars 5 stars best.

Email Required. Find the slider for the steering column and loosen with the socket wrench. Pull up on the rag joint to position it near the firewall. Slide the driver's side header onto steering column and rag joint. Place a header gasket on the head and secure with the header bolts. Re-attach the rag joint by tightening the nuts onto the bolts along with the slider joint. Set the passenger side header in place and tighten with the header bolts. Mount the flexible transmission dipstick by first inserting it into the transmission.

You will then need to use a self-tapping screw to attach it to the firewall, with the attached clamp. Secure self-tapping screws with the power drill. Position the distributor from the conversion kit into the intake manifold. Make sure you have the rotor facing the correct direction.