Well, a 4L60E will bolt to a S2 L67, so if the S1 is the same bolt pattern then it should work. Not sure about controls though.
One thing to consider is that with the motor turned 90deg for RWD tranny, the intake will be pointed back toward the firewall. You will want to check the clearance to get a tube to it or else your intake will have to go through the firewall into the cab.

didn't even think about the intake, I am sure that we could work that out though... so, do the 3.8s use a small block chevy bellhousing pattern?? if so, this will be a very easy swap

It will bolt to his stock transmission. I'm actually using a T5 from a 60*v6. I've got them bolted together on the stand in my shed. '93 L27 and '93 S10.

If he'* stick you need the flywheel from a '88 or newer 60*v6, auto may need a '88 or new flexplate. If you pull the junkyard (cheapy) the donor car will need holes drilled in the perimeter of the crank balancer for the flexplate/flywheel to work in his truck.

ok, so the engine should bolt up to the automatic transmission from a 2.8 v6?? those are everywhere around here, and they are also already set up for 4x4

soo, for the flexplate, I need one from the blazer, or the 3.8??



I talked to my friend some more about this, and it sounds like we might actually attempt this... it would be great to see a blazer going through the trails with some supercharger whine

As you have already discovered, the 60 degree V6 and 3800 share a common bellhousing bolt pattern, so mating any of the 3800'* to a S10 isn't a big deal. Just remember that RWD 60 degree V6 has the starter on the Passenger side of the block, whereas the RWD and FWD 3800 has the starter on the DRIVER side of the block. So it'* easier to use an F-Body 3800 4L60E or M5 manual. (In this case, the 4L60E can be back-dated with a 700R4 valve body if you need to run a TV cable instead of electric shift points) You can still put a transfer case on either of them, since it plugs into the transmission case in place of the stock tailshaft housing.

Next problem is the supercharger. The Eaton family breathes from the bellhousing end of the motor, with the pully end on the opposite end. The firewall of the *-10 is going to present a bit of a problem for you.

Some possible solutions:

Make a 100 to 180 degree elbow or "J" pipe with flanges like whatever series supercharger you plan to use. That would position the Throttle Body parallel to the housing of the supercharger. (Over top the driver'* side valve cover.) You'll need to open up the firewall to make room for the elbow to turn the corner.

Another solution is reverse the intake manifold so the supercharger pulley is on the bellhousing end of the motor. Then run a idler shaft parallel to the supercharger on the passenger side of the motor to transfer the power from the front to the rear. Check out Magnuson'* web site. One of the retrofit kits for older Corvette'* has the drive pully mounted that way. On the *-10 you would still need to fabricate some new firewall sheetmetal to accomplish this (make a pocket in the firewall for the blower drive to fit in)

Third solution. Use a Weiand 141cid blower, or any other carb style roots blower, and adapt the L67 manifold to accept it (cut out the plenum, weld a new flange to it). Then run it via a TBI throttle body on top of the blower.

Last solution: Install the F-Body L36 RWD motor/transmission/PCM verbatim, preferably upgraded with L67 internals, then add a Vortech/Paxton/ATI centrifugal supercharger to the car. This solution can be done with all off-the-shelf parts. Just treat the *-10 like it was a 3800 Camaro/Firebird. This solution has the advantage of being to quickest in build time. You could run it in N/A form, then tack the blower on at a later date.

If that last option sounds pretty good to you, PM me. I've got a set of stock Series II L67 pistons (std bore) that you can use. Ed Morad can hook you up on the L67 rods.

Addendum (after the second cup of coffee this morning ):

The solution I would recommend were this my own vehicle. Skip the 3800 entirely. Proceed directly to installing a 5.0 or 5.7L V8. You can pound out 300hp easily in normally aspirated form and still have the option to supercharge it. Everything you need is available off the shelf or out of a junkyard.

In terms of smiles per dollar, this is the easiest, most flexible, and cheapest solution.

...and if you are lucky enough to find them in a jy, go with the LT1

Now why didn't GM think of THAT instead of turbocharging the V6 for the Syclone/Typhoon?

National Institute For Highway Safety and other insurance-skewed "research" groups. Plus, no doubt, in-fighting within GM'* corporate structure. Take a 3800lb *-10, pop a 350 in it, sell it for around $10,000 (1990 prices) and you would give every kid the ability to go open up a big can of whoopa$$ on every Corvette on the road. Rear wheel traction would be the only limit.

If John Moss had his way, I'm sure the *-10 would have been available with a 502 Big Block option from the factory.

Kinda like the 3rd Gen F-Body. From the factory the chassis is capable of handling EVERY driveline in the GM inventory (from the L4 thru the BB V8 ) Yet, it was never sold with some of those drivelines. BTW, for the *-10 fellow, another option would be the TTA/GN 3800 with Turbocharger. Though, that would actually cost more than any other solution due to the availability of TTA and GN parts. (It would, however, be a "factory" motor.)