Just thinking out loud...what motor mounts would I use, and is this a standard GM style bellhousing where a 4L60e or a Tremec T5 or T56 would bolt up? The rest is minor details, just gotta get over these details

I assume this 3.4 DOHC is a fuel injected engine. Which means, you need a matching PCM to run this little V6. Which means, this PCM will not run the 4L60-E trans, nor the rest of the things in the truck.

The 4.3 engine that comes stock in the S10'* is underpowered to begin with. That is why many people these days upgrade to the V8. And that is something I just completed recently.

I believe that engine has the same bell housing as the 2.2 4 cylinder so if your looking for a doner truck look for one that came w the 4 banger. As far as the motor mounts you probably will be breaking out the torch and welder.

just wondered, would a 10 and up Camaro 3.6 and tranny work as a drivetrain in these small trucks?

I used to sell cars and the Camaro v6 was way more fun to drive than the v8

the v6 had crazy get up and go power

Your still running into the issue of the computer. The computer must match the engine and be pretty close to the platform.

I'm no expert on custom programming but I know it can be done. I've seen North Star engines in sand rails connected to a VW transaxle. If you chose to put a 4L60 behind it why couldn't you run a stand alone TCM with programmable shift points? http://http://www.jegs.com/i/GM-Perf...57634/10002/-1

dont really know for sure but i would guess since that engine came out in the early 90'*, with all the other v-6'* having the 60deg pattern except 3.8 and 4.3 i would guess it would have that pattern. it didnt last last long because people were having problems with it. i would guess if the s10 was a 4.3 you would want a v-8 swap, if you got a earlier 2.8 one it may work. but only mechanically you may just have to get one with a manual so you can make the pcm stand alone. it would be an issue to find someone who knows how to do that i bet.

LQ1

The LQ1 (also called the Twin Dual Cam or TDC) was a 3.4 L DOHC V6 motor ("X-code") based on the aluminum-headed second generation of GM'* 60° engine line, sharing a similar block with its pushrod cousins, the 3.1 L LH0 V6 and the then recently retired 2.8 L LB6 V6. The motor was built only for front wheel drive applications, and was featured exclusively in the first generation of GM'* W-body platform.

It was built from 1991 to 1997. From 1991 to 1993, it used tuned multi-port fuel injection, made 200-210 hp (150-160 kW) at 5200 rpm and 215 lb·ft (292 N·m) of torque at 4000 rpm. From 1994 to 1997, it used sequential port fuel injection, making 210 hp (157 kW) at 5200 rpm and 215 lb·ft (292 N·m) of torque at 4000 rpm. In 1996, the heads were redesigned for better flow as well as now making the engine an interference design and adapting the engine for federally mandated OBDII emissions. Output for the 1996-1997 LQ1 is 215 hp (160 kW) and 220 lb·ft (298 N·m). It had four large valves per cylinder. The 3.4 L engine used a cogged belt to drive the four overhead camshafts and a chain to drive the intermediate shaft, which is mounted in the same slot where the camshaft would go in on any of the pushrod engines in the 60-degree family. Adapting a pushrod block for the LQ1'* overhead cams was difficult, and the 60° angle made this a very tall engine. The power output for this engine was impressive during its time; however, this engine has never been well liked by auto mechanics, as important maintenance such as spark plug and timing belt changes is very troublesome, especially on later models. Spark plug changes for the three rear cylinders require removing the upper intake manifold when performed as directed by factory service manual, and timing belt changes have a labor rate of 5 hours as opposed to 2-3 for a typical belt-driven engine.

Bore was increased to 92 mm (3.6 in), but the 3.1 L engine'* 84 mm (3.3 in) stroke was retained. There are only a few interchangeable parts between this DOHC engine and other members of the 60° family, namely the connecting rods and crankshaft.

The heads and intake manifolds were redesigned for the 1996 model year, incorporating a larger throttle body and plenum area, slightly longer intake runners, cloverleaf combustion chambers, and larger "pill"-shaped exhaust ports. Camshafts and cam timing were also revised for the new, higher rpm powerband.

Optional from 1991 to 1993 was a Getrag 284 5-speed manual transaxle, which was also exclusive to the GM W platform and was available only with the LQ1. The electronically controlled Hydramatic 4T60-E 4-speed automatic transaxle was the alternative, used during the entire production run with the exception of the 1997 Monte Carlo Z34 and 1997 Lumina LTZ, which received the 4T65-E.

Interchange: 1991–1993 models were Multi-port injection, and had a single crank sensor for computer timing. 1994-1995 models used the same long block, but had different cam carriers and timing cover. 1996–1997 models used a modified version of the same short block and had different heads. 91-93 motors cannot be used in later models due to lack of sensors needed for the newer computer systems.

Applications:

1991–1994 Chevrolet Lumina Z34 and the Euro 3.4 sedan
1991–1996 Oldsmobile Cutlass Supreme
1991–1996 Pontiac Grand Prix
1995–1997 Chevrolet Monte Carlo Z34
1995–1997 Chevrolet Lumina LS
1997 Chevrolet Lumina LTZ

On 1997 and later Grand Prix models, and 1998 and later Lumina and Monte Carlo models, the LQ1 was replaced by the 3800 Series II (RPO code L36). With a minimal decrease in power output over the LQ1 on a traditional OHV setup, this Buick-designed V6 offered proven reliability. It is much simpler to work on, and offered wide aftermarket performance support.

I have to admit, that engine wouldn't be my first choice. You pick up 20 hp, but give up a bunch of torque in the process.

What is the story on this? Looking for a swap, or you have the stuff laying around?

if I was to do an s10, I would to motor/tranny/pcm from a 10 Camaro, need to do some fuel pump and pcm/ harness work, custom driveshaft work, shifter

I remember the 2.8 v6 days, carbureted, powerless s10 days, actually caught fire from the wire heating grid under carb shorting out and was ablaze.. too bad I pulled into a car wash and put it out, worst ride ever