S10/Sonoma 2.2 to 4.3 swap
RAM
repair options and have a few questions. Looking on Ebay I came across a
4.3 engine/tranny combo 50k miles on it for $800 with accessories,
driveshaft, computer and wiring from a '97 S10. I imagine I might have
to pick up a radiator and new motor mounts. The ad mentioned it was a
great swap for the underpowered 4 cyl engine. When I mentioned the
possibility of the swap to both my local mechanics they both said I'd
never get it running right and they wouldn't do the install. The truck
was sold with the 4.3 as one of the optional engines so I'm not
understanding why they feel it would be impossible to get running right.
Second question. If this swap IS possible, there appears to be many more
auto trannys than 5 speed engine/trans combos available. Is it possible
to swap a manual for the auto tranns?
Cost is a HUGE factor for me. The quotes I've gotten for a used 2.2 is
1100 for the engine alone and 700-1000 labor to swap it out. Seems to me
I could get the 6cyl swap for that money and have a better suited engine
in the process.
Thanks
sdlomi2
"RAM" <rmu...@comcast.netnospam> wrote in message
news:ZbzMb.31392$Rc4.122706@attbi_s54...
swap. But, I'd think that with proper mounts(eng/tranny-seller might throw
them in) and proper radiator AND AT fluid lines(again, seller may have
these), it should be a simple bolt-in. Some extra work may be in exhaust
system, tranny-shifter(floor conversion should work fine), should find
proper-fitting driveshaft in salvage yard(or, you guessed it, the
eng.-seller). So far as the computer, that should be a simple
unbolt-re-bolt. Fuel linkage might need special attention. Be sure and get
all sendors--oil, temp., volt, etc. from the donor engine. Check spec'ns. &
verify the same on the in-fuel-tank fuel pump: should be same psi /vol.
output, else remove tank & swap proper pump--simple unbolt & rebolt.
I have an older '86 S-10 Blazer with a late-model Z-28 TPI 5.7 liter--my
computer was more involved as well as cooling. But it fits, looks,
performs, and overall made a great swap. Much more difficult than what you
are looking at. I'd think a long time before I spent the kind of $ you
quoted on replacing with another 2.2 liter. PS: My swap gets 22-24 mpg on
hwy driving--less in city driving.
HTH & good luck, sdlomi
PSS: Do a Google search--many articles on these popular swaps.
RAM
just have to find someone in North Florida to help me!!!
In article <1006hr9...@corp.supernews.com>, sdlomi2...@yahoo.com
says...
lyle
http://forums.s-series.org
I've heard a 3.4 mid-nineties camero engine is the most bang for your buck,
straight bolt in with a lot of power, easy to find, not much money, but not
sure about 2.2L 2nd gen, I have a 1st gen 2.8 and I know that is the best
swap for me.
Lee
"RAM" <rmu...@comcast.netnospam> wrote in message
news:ZbzMb.31392$Rc4.122706@attbi_s54...
BOB URZ
RAM wrote:
First thing you need to do is look at a 4.3 truck and compare it to yours.
Stuff in the V-6 are NOT in the same place as the 4 banger. Look closely.
buy a factory shop manual and study it.
I'm sure you can get it bolted in. Its the electronics that will get you.
The guy who said just swap the computer is on drugs. The WHOLE under
hood wire harness is different on the V6. This is an injected OBD2 engine.
If you don't have every lick of wire from a donor and a LOT of time and
cussing, i would forget it. This is NOT like swapping a carburated engine
with fewer electrical hook ups. This is why the mechanics are giving you
a thumbs down.
It would be cheaper just to sell your truck and BUY a V6 truck.
Bob
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sdlomi2
"BOB URZ" <"sound(remove)"@inetnebr.com> wrote in message
news:400409D7...@inetnebr.com...
have done several swaps with S-10's all the way from 4cyl,
5speeds-to-Corvette LS1 TPI's. Some swaps, such as putting an '89 Camaro
305 v-8 TBI into an 88 S-10, v-6 is as simple, on the wiring, as merely
extending lengths of several wires to reach the v-8 computer bolted in place
of the v-6. SIMPLEST one we've done by far.
In putting a '95 LT1, TPI, Z-28/5.7 (and its trans.) into an '86 S10
Blazer in place of a sick V-6 2.8 engine was again quite
straightforward--the LT1 computer and ENGINE/TRANNY wiring harness were
simple to wire into the original wiring, as most wires from the original tpi
harness plug onto/into sensors and controllers on the engine and trans and
cooling fans. NO CHANGES TO THE COMPUTER AT ALL. BOLTED IT UNDER THE HOOD
SIMILAR TO STOCK BLAZERS.
Another route: there are even sites on-line where you can send the
company a description of what car is to be used, with options, along with
the computer and wiring harness to be used and a desc. of the donor eng. &
trans.,and they will re-wire the LT1 harness to splice into the few
remaining 'chassis-wires'--all color coded and numbered--so that original
gauges can be used(Ugh!) They'll even by-pass the VATS(Theft System
w/electronic lock-out if someone attempted to start engine with wrong or
un-"chipped" key.).
BTW: This '95 LT1 uses the aldl-socket made for OBD-II, but uses an
OBD-I system--talk about a ball-buster if one did not know ahead! Chevy
dealerships have one special connector for this one year. (But luckily
someone did tell me. Nice.) They will furnish & wire one of these aldl's
also--extra $15--then the Chevy dealer can electronically diagnose
driveability & other problems as if it were a '95 Z-28, etc. If one
visualizes the fact that the engine-and-trans harness is an all-in-one-unit
which connects to the ECM on one end and to the eng. & trans. on the other,
then it becomes much clearer that that's all the ecm does. It and the
engine and the trans. do not "know" what chassis they are in--the control is
the same: shift-points, speedo(or VSS outputs for speedo), engaging the
cooling fans, etc. After that understanding, one has not to be an
electrical engineer to figure out where the "other" wires go.
Agreed, no dance in the park, but what engine swap is? Also,
electricals have never been my cup of tea; however, with a couple of phone
cals and an afternoon at the Chevy place studying the wiring diagrams of the
donor car and the donee car, it was not so tough, even for me. I will admit
that I ended up putting an old dimmer switch in the floor, protected by a
keyed on-off switch, to manually enable/actuate the lock-up torque
convertor--never made it work as intended. But, for one weak in elec., and
using a computer-controled 4L60E trans. that shifts with solenoids, it made
a nice swap even for me!. Gets 20+ mpg (HWY!!!) and has way more than
adequate power. It operates so smoothly that my wife, who teaches, drives
it to school when I need her car for servicing.
But, you've gotta love it! Else, somebody might think you were on
drugs, making such swaps!
Regards, sdlomi
sdlomi2
donor car "for the taking". That, in itself, will rob him of so much of the
fun & make his job MUCH easier--that is if there is anything easy doing an
engine swap! Happy New Year--without drugs! s
BOB URZ
sdlomi2 wrote:
Well, if you could get ALL the harnesses, it might be doable.
And ALL of the underhood plumbing too.
Take your 2.2 and compare it too a v6 to see what i mean about
different parts. This includes things like A/C compressors/mounts, A/C hoses fan
shroud, radiator maybe, underhood harnesses.
Maybe even power steering hoses and such. A LOT more than you may think. I have
a 96 2.2. SO i have looked under the hood a little
on one.
Why not just sell yours and get a V6? By the time you add all your
labor and stuff you have to buy you didn't think you would need.
(whoops, forgot about exhaust and cats), you would be money ahead
just to do that. Don't know what state your in , but there could also
be some emissions consequences with such a swap.
Good luck in whatever you do. There was a recall on 2.2 head gaskets. Is that
what happened to yours?
sdlomi2
with seemngly a complete donor car--sounds like he found a wrecked one--, he
should have all those parts(hopefully--maybe even prayerfully!). When
salvage yards advertise complete engines on, say eBay, they often include
"all belt-driven accessories" which swappers are willing to pay a bundle
more for. We won't buy, say, a 5.7 LT1, or LS1, or a 5.3 MPI(SPI) truck
engine UNLESS all belt-driven accessories are included. One soon finds
out that should he need a wiring harness for one, the salvage yard won't
remove it, or an ac comp., or an alternator, or a fuel rail, or a coil,
etc., as with it missing, they'd likely miss the chance to sell the engine
for top money.
I'm not the one with the bad 2.2, but I have seen many of them with
the head gasket problem. We've bought several because someone let the
gasket problem go too far, leak h2o into the cylinders, and somehow pistons
don't compress liquids? So, 'pop goes the piston'! We love to find 'em, as
then they're cheap, & when we v-8 them, they sell quite well.
Honestly, we've swapped some to the 285 hp Z-28 version that
approach 30 mpg (maybe 27-28) on straight I-state driving running 65-75 mph.
They'll do better than the factory 4.3 v-6 on gas and will run circles
around them. I'm sure the 4-bangers do better on gas, but then such a power
differential. s
