There comes a time when modifying the stock engine, the frame, or the suspension just isn't enough. A four-cylinder engine can be beefed up to a point, but at the end of the day, it's still a four-cylinder. That's why motor builds and swaps are regularly an answer to the unquenchable need for power. When building an S-10, these are simple solutions to the truly lacking power of the stock 2.2L four-cylinder engine. With so many S-10s in the mini-truck scene, it takes some serious modification to stand out from all the rest, and an engine swap will definitely help you make some headway.
In our second installment of our V-8 conversion, we're going to deal with the buildup of a Chevy crate motor. Any engine buildup can quickly become expensive, and since it's going to take some major work to put the motor in the S-10, we weren't about to go all out and spend an extra $8,000 to build a "top fuel" 350-cid motor.We found a GM Goodwrench 350-cid four-bolt main crate motor that our friend Josh Smith was willing to part with. Lucky for us, we found Joe Sherman of Joe Sherman Racing to build the engine. Winner of Hot Rod magazine's Engine Builder Challenge, Joe can really make a crate motor sing. We weren't after an overbuilt race engine, but were more concerned with making dependable power to the tune of about 350 hp.
To help make this possible, we contacted Competition Cams, Professional Products, Proform, Shaver Racing, and Quick Fuel Technology to help us outfit our crate motor. For the valvetrain, we used a Competition Cams hydraulic roller camshaft with roller rockers and conical springs. Professional Products supplied a polished intake manifold and an 8-inch harmonic balancer. Proform provided us with a chrome alternator, a chrome starter, a billet HEI distributor, chromed aluminum valve covers, and hardware. Next, we picked up some cast-iron Pro Topline 906 cylinder heads from Shaver Racing. Quick Fuel contributed its 650-cfm carburetor to feed our 350. Once Joe had all the parts in hand, it was time to do what he does best - build a kick-ass motor guaranteed to make our S-10 run mean, but reliable enough to drive on the freeway at 85 mph to shows nationwide. We'll worry about the smog and registration later - maybe the Governator will help change California's smog laws by then. For more information, contact the companies listed in the source box.
1.Here's a look at what we're...
1.Here's a look at what we're working with - a GM Goodwrench 350-cid crate motor with the factory heads removed.
2.Our engine has a four-bolt...
2.Our engine has a four-bolt main configuration for added strength and durability.
3.Our new valvetrain from...
3.Our new valvetrain from Comp Cams features a hydraulic roller camshaft, roller rockers, roller lifters, and conical springs.
4.To access the camshaft,...
4.To access the camshaft, the upper timing chain gear was removed. The camshaft was then unbolted and removed very carefully so the cam bearings wouldn't be damaged.
5.This side-by-side image...
5.This side-by-side image shows the difference between the factory camshaft and the new Competition Cams hydraulic roller camshaft. The Comp camshaft is more aggressive and provides as much as 75 more horsepower due to its higher lift and longer duration.
6.The Comp camshaft received...
6.The Comp camshaft received a liberal amount of assembly lube before being carefully installed. Assembly lube provides excellent break-in protection both on the dyno and in the initial startup.
7.After the camshaft was in...
7.After the camshaft was in place, the timing chain gears were lined up using the two orange dots as reference points.
8.Next, the aluminum timing...
8.Next, the aluminum timing chain cover was installed.
9.A Professional Products...
9.A Professional Products 8-inch harmonic balancer was installed using a balancer installation tool, not a hammer.
10.The one-piece oil pan gasket...
10.The one-piece oil pan gasket received silicone in each corner to properly seal the oil pan from leaks.
11.After allowing the silicon...
11.After allowing the silicon to tack up for about five minutes, the oil pan was bolted into place.
12.This shows the difference...
12.This shows the difference between flat tappet lifters and the Comp Cams hydraulic roller lifters. The roller lifter causes less friction, which in turn creates better performance and increases the life of the valvetrain.
13.After the lifters had ample...
13.After the lifters had ample time to soak in oil, they were dropped into place.
14.These are cast-iron Shaver...
14.These are cast-iron Shaver Racing Pro Topline 906 cylinder heads. They're excellent for this particular type of mild street-engine buildup. They provide a 10:1 compression ratio worth at least another 15 hp.
15.To start the assembly of...
15.To start the assembly of the heads, the intake and exhaust valves were installed.