my s-10 4.3l v6, i want even more power out of the stock beast

[dmbrisket 51]

I have a 98 Chevy S-10 4.3 L v-6, stock its fast, but i want more power, im good under the hood but where should i start with hp, and torqu, ive already got a camshaft on the way, but other then that, i dont have a budget to supercharge it... all advice is greatly apreciated.

[curtis73]

Hopping up the 4.3 is pretty easy. Companies like Edelbrock sell performance parts for the 4.3. Before you spend too much money on it, though... A 4.3 is literally a small block V8 with two cylinders taken off. Any of the small blocks will literally bolt in. You may have to smack the firewall back a touch for the distributor depending on which engine you choose, but any will fit; 265, 283, 305, 302, 327, 350, 383... the list continues, including the LT1 and LT4 from Impalas, Camaros, Firebirds, and Corvettes. They will all bolt in directly, including motor mounts and transmissions.

Do a search for s-10 v8 conversions and you will come up with literally thousands of links (including smog-legal ways that even pass in CA) telling you how to do it. There are about 50 books published on this single topic. You can buy and install a V8 for cheaper than you can upgrade the V6

[RandomTask]

Curtis is exactly right. The math even supports this. 5.7L/8cyl=71.25L/Cyl x 6cyl=4.275(4.3)L
I'm pretty sure it was the same way for earlier (80's) 3.8L's that GM/Chevy made in relation to the 305(5.0L) small block. (Not the newer L67's that can be found in GTP's and SSEI's)

You could easily build a reliable V-8 to put out 350HP and have for an every day driver. However, a big concern would be the ECU. The truck is fuel injected, so putting in a carburated motor might be a trick. (in relation to all the sensors) If you search on ebay you can find some used LT1's out of mid 90's camaros and corvettes for relatively inexpensive. As curtis said, do some research on the matter, plenty of people have already done the trial and error for you. The biggest problem I had with my Fiero on the LT1 switch is the electrical. Wiring up the new ECU for the LT1 using the old wiring harness. But, with some patience and cut fingers, its all worth it. Best of luck, let me know how it goes.

[dmbrisket 51]

curtis, RT, thank you both, im now in the process of hunting junk yards for either a 305, 350 or 383 small block. this truck once the moter is dropped will be a summer driver only, what do you suggest from here?

[curtis73]

If the truck is a manual, you might want to consider converting to automatic. The 5 speed in there will bolt up, but it has a tiny input shaft and a weak 8 or 9" clutch that can't be easily upgraded. If you want to keep the 5, its fine for normal driving with a stock 350, but start wailing on it with an LT1 350 and it won't last long. The good news is that whatever automatic you choose, it should be pretty much a bolt-in piece. The four speed automatics in early blazers were 700r4. Later they were 4L60E which is the same exact tranny but controlled electronically.

Your 98 has the 4L60E (if its an auto). You have a couple choices here and it will now depend on the smog controls where you are. If you live in a place like L.A. you are in a really tight spot. Your new engine has to be the same year or newer as the truck. That leaves LS1 engines and that's not an easy swap. If you can get around that, you are home free for the most part.

Here's the skinny on the stuff. The Electronic transmission (4L60E) is controlled by the same computer that controlls the EFI engine in your blazer. If you get an old-school carburated engine, you need to get a non-electronic 700r4 tranny for behind it. The reason is, without your 4.3 telling the computer what's happening, the computer won't run the transmission. Along the same lines, if you get a late model EFI engine like an LT1, you can make sure to just get the engine and computer. The LT1's computer will operate your S10's transmission.

If you wish to go with a manual tranny, here's where it gets fun. Find yourself an LT1 with the T56 six-speed manual from a car like a vette or camaro. Pull the whole kit and caboodle, engine, tranny, and computer, and you can hook up the six speed to that truck too. What you would need is (if the s10 isn't already so equipped) the clutch pedal assembly, clutch master and slave cylinders, hose, and other assorted parts. The manual parts of the s10 will operate clutch on the six-speed.

The key if you're using an LT1 is the computer. The engines are pretty much the same (with obvious cam and head changes), but a computer designed for a six speed car won't run an automatic and vice versa. I hope I'm not confusing.

If you go with a carbureted engine, you could retain your 4L60E tranny (if its an auto) and buy an aftermarket computer that runs ONLY the transmission. Truth be told, its very expensive and doesn't offer anything over the 700r4.

Before you go buying stuff, do an internet search for s10 v8 and you'll come up with tons. There is one book that really sums it all up, but its a few years old. Anyway, check out. Its called "Chevrolet S10 Truck V8 Conversion Manual" by two guys named Heinitz and Knell. Last I checked it shipped in 1-2 months from amazon, but its probably at Borders, Barnes and Noble, or on Ebay.

I've been unable to find the link since they've moved, but their used to be a company out here in CA called Jags or JTR. They specialized in putting v8s in S10s and older Jaguars. They had broken down the california smog laws into little bits and explained them well. Maybe a google for "JTR s10 jaguar" might turn them up.

Have fun, and if you don't undestand anything in the book, just send me a private message and we'll talk

[curtis73]

Oh, one more thing. Using an old-school engine with a distributor on the back will require a little convincing with a hammer on the firewall for a proper fit. The LT1 has the distributor on the front, so clearance is of no issue.