Project Sten Part III

Ccrp 1211 Project Sten Part 3 Chevy S10 V8 5 Speed Install 01

Ccrp 1211 Project Sten Part 3 Chevy S10 V8 5 Speed Install 02

Modern Driveline converted our Camaro V6 trans to V8 ratios, which are far better for street and our autocross aspirations. The rehabilitation included a Ford 0.80:1 Fifth gear. Our future 81⁄2-inch 10-bolt will eventually include 3.42:1 gears that will produce an effective 2.73:1 in Fifth (3.42 x 0.8 = 2.73). Modern recommends Amsoil synthetic ATF for all WC T-5s.

Modern Driveline converted our Camaro V6 trans to V8 ratios, which are far better for stre

We have to go back a year to pick up our story on the V8 S-10 swap called Project Sten (think inexpensive WWII machine guns). In our last intrepid story (“Stuffing the Small-Block Between the Fenders,” Nov. ’11), we had managed to get the engine rebuilt and dropped into the tight engine compartment. As we’ve mentioned before, this is not a new idea. Guys like Mike Knell at Jaguars That Run (JTR) have been stuffing small-blocks in these little trucks for decades. Mike wrote a book called “Chevrolet S-10 Truck V8 Conversion Manual” (catchy title, don’t you think?) that outlines all of the details you need to pull off this swap with minimal frustration. We’re all about living hassle-free, so we got Mike’s book and dutifully followed the steps.

Our plan was a little different when it came to finally putting the power to the pavement, as we are aiming this short bed at the autocross track, where our emissions-legal lack of horsepower isn’t as much of a penalty. We think the advantages are mostly on our side, since the S-10 is shaping up to weigh less than 3,000 pounds minus driver, and because the truck is relatively short and narrow, it could be fun. Yes, we will have to face up to the reality of nearly 60 percent weight on the front tires, but we’ll deal with that unhappy fact once the truck runs. This brings us to our current story: installing the clutch, transmission, and driveshaft, and mounting the radiator and electric fans.

Always go for the stronger, World Class (WC) T-5 boxes. A quick way to spot a WC trans is this cluster gear cover with the step, as opposed to being smooth. The best way to identify any T-5 is to reference the tag number. We found four Camaro V8 T-5 WC codes: 1352-195, -196, -212, and -213 (used only in ’92 and ’93). These numbers can be found on transmission tags, not on the case.
Always go for the stronger, World Class (WC) T-5 boxes. A quick way to spot a WC trans is
We chose a Centerforce steel flywheel along with a Centerforce I clutch and pressure plate. The entire assembly weighs about 47 pounds. We used a slick steel, 26-spline clutch alignment tool from Ram Clutches that works a lot better than those cheesy plastic versions.
We chose a Centerforce steel flywheel along with a Centerforce I clutch and pressure plate
Mike Knell’s book says the stock Camaro V8 slave cylinder will work with the stock S-10 clutch master and details how to convert the master to a -4 AN male fitting. We dismantled the slave, drilled the original fitting hole larger, and carefully tapped the plastic case for a 1/4-inch pipe threads. Then we used an Earl’s 1⁄4 NPT to -4 male fitting. We finalized this with a 24-inch length of -4 hydraulic brake-style hose.
Mike Knell’s book says the stock Camaro V8 slave cylinder will work with the stock S-10 cl

Cooling Tricks

In our last story, we mentioned we could use a 4.3L V6 radiator in its stock location, but the power-steering pump pulley hit the Maradyne twin electric fan. JTR’s book suggests using a C4 Corvette radiator placed in the forward position. This required opening the boxed upper and lower core support with a cut-off wheel. It also required a narrower aluminum radiator from a C4 Corvette. This placed the radiator cap underneath the core support. Rather than cut a large hole to access the cap, we opted to use a surge tank both for easy coolant fill and to eliminate trapped air. We’ll build (or buy) the tank later. Next, we mounted the Maradyne twin electric fans and wired the relays and sending units. Finally, we modified the factory alternator/power-steering pump mount for our fuel lines, resealed our old power steering pump, and installed a new tensioner pulley and belt from RockAuto. We’re gettin’ there! Hang with us, as our next installment will detail wiring the engine for EFI and building the exhaust.

We traced the outline for the relocated shifter in the floor, and it now sits directly between a pair of Corbeau race seats (we’ll show you how we did that in a future installment). We relocated the stock S-10 truck shifter boot and then made a cover for the original shifter hole.
We traced the outline for the relocated shifter in the floor, and it now sits directly bet
Placing the Corvette radiator farther forward required cutting the inner structure out of the radiator core support. We used a cutoff wheel to make the cuts. Work carefully here because we had to trim the upper portion blind.
Placing the Corvette radiator farther forward required cutting the inner structure out of
The 4.3L radiator’s original position wouldn’t clear the power-steering pulley. This necessitated using the Knell trick of relocating a C4 Corvette radiator in the “forward” position. The accessory drive is from a ’90 Camaro TPI engine.
The 4.3L radiator’s original position wouldn’t clear the power-steering pulley. This neces

Modern Driveline V8 T-5 Hybrid Gear Ratios
First	Second	Third	Fourth	Fifth
2.95	1.94	1.34	1.00	0.80

Factory Camaro V8 Gear Ratios
First	Second	Third	Fourth	Fifth
2.95	1.94	1.34	1.00	0.63

Did you know you can buy replacement parts from Summit Racing? It supplied us with the radiator, and using Stealth Conversions mounts and S-10 upper and lower rubber saddles, we positioned it in the forward position. Then we bolted in the Maradyne fans. Note how the radiator cap is buried under the sheetmetal. We mounted the fans using Nutserts installed in the core support.
Did you know you can buy replacement parts from Summit Racing? It supplied us with the rad
Because the stock S-10 fuel lines route along the driver side of the truck, we had to cut a large access hole in the alternator/PS mount to route our braided steel fuel lines down to the engine crossmember.
Because the stock S-10 fuel lines route along the driver side of the truck, we had to cut
With the alternator mount on the engine, we trimmed the bracket until the hoses would clear the power-steering pump.
With the alternator mount on the engine, we trimmed the bracket until the hoses would clea

This is the wrong exhaust manifold placed in the chassis on the passenger side. The outlet points directly at the framerail, leaving no room for the exhaust. A carbureted 305 manifold is the solution.
This is the wrong exhaust manifold placed in the chassis on the passenger side. The outlet
This is a similar shot with the proper LG4 305 manifold that points slightly inward. Note we’ve marked where he had to dimple the floor to clear the manifold. We’re going to try to adapt a Camaro Y-pipe into the S-10 chassis. The large hole in the firewall is where the new Painless EFI harness will enter the interior. We couldn’t use the original factory EFI harness hole because it’s located almost directly behind the exhaust manifold, so we covered it with a piece of sheetmetal recycled from the new shifter hole we cut earlier.
This is a similar shot with the proper LG4 305 manifold that points slightly inward. Note
We also used Knell’s recommended upper and lower radiator hoses along with Stealth Conversion’s hose adapters to mate the large small-block Chevy hoses to the smaller Corvette radiator connections.
We also used Knell’s recommended upper and lower radiator hoses along with Stealth Convers

It was easier to bolt in a pair of Global West tubular upper control arms before we bolted the motor in because it’s a tight fit between the exhaust manifolds and the upper arm mounts. Because of their proximity to the exhaust, Global used brass inserts instead of Delrin for the bushings.
It was easier to bolt in a pair of Global West tubular upper control arms before we bolted
As a teaser, in an upcoming installment, we will replace the weak 7.5 inch S-10 rearend with this ’74 Camaro 8.5-inch 10-bolt that we dragged out of a buddy’s backyard for free. It’s plenty rusty, but we have a budget plan to junkyard source a factory Eaton Posi and 3.42:1 gears for pocket change and sweeten the deal with good axles and rear disc brakes. Stay tuned.
As a teaser, in an upcoming installment, we will replace the weak 7.5 inch S-10 rearend wi

Parts List
Description	PN	Source	Price
S-10 manual transmission	JTR-S-10	Summit Racing	$28.69
Typical T5 rebuild	MD-500-0101	Modern Driveline	650.00
Amsoil ATF fluid	ATF-QT	Modern Driveline	10.82 ea. (3)
Centerforce steel flywheel, 153-tooth	700175	Summit Racing	472.96
Centerforce clutch	384161	Summit Racing	99.95
Centerforce pressure plate	CF360056	Summit Racing	197.95
Centerforce bearing	N1716	Summit Racing	39.95
Camaro slave cylinder	Dorman CS37821	RockAuto	28.79
Earl’s 1⁄4 NPT to -4	961644ERL	Summit Racing	3.99
Earl’s -4 hose, 24-inch	64191924ERL	Summit Racing	19.95
Camaro V8 bellhousing	Used	Used	85.00
Clutch fork	ATP ZA133	RockAuto	21.79
ARP flywheel bolts	200-2807	Summit Racing	14.57
Trans mount—DEA	A2508	RockAuto	4.10
Shorten/balance driveshaft	L1 and L3	Wenco	75.00
Maradyne twin fans	MJS-26K	Performance Parts	259.95
Maradyne 195 relay	MFA103	Performance Parts	56.95
Maradyne 185 relay	MFA102	Performance Parts	56.95
Maradyne mounts	MFA107	Performance Parts	44.95
AC Delco alternator	3342336	RockAuto	79.79
PS pump-reseal kit	351160	RockAuto	8.19
Gates tensioner pulley	38006	RockAuto	13.54
Dorman A/C bypass	34157	RockAuto	28.79
Gates drivebelt	K060790	RockAuto	23.79
Goodyear radiator hose	382	RockAuto	4.13
Goodyear radiator hose	62160	RockAuto	11.21
AC Delco starter	3361880	RockAuto	65.29
Trans mount	DEA-A2394	RockAuto	3.87
Summit radiator	433829	Summit Racing	110.99
Radiator mount	S-10-125	Stealth Conversions	35.00
Hose splicer	Call	Stealth Conversions	15.00
Hose splicer	Call	Stealth Conversions	15.00
Global West tubular upper control arm	CTS-88A	Global West	598.75
Ram clutches tool	03-013	Summit Racing	69.99

Sources

Amsoil; 715/392-7101; Amsoil.com

Centerforce; 928/771-8422; Centerforce.com

Global West Suspension Components; 909/890-0759; GlobalWest.net

Jaguars That Run (Stealth Conversions); 925/462-3619; JaguarsThatRun.com

John Elway Chevrolet; 800/345-5744; JohnElwayChevrolet.com

Maradyne; 800/403-7953; MaradynEHP.com

Modern Driveline; 208/ 453-9800; ModernDriveline.com

Performance Parts; 800/585-0683; PerformanceParts.com

RockAuto; 866/762-5288; RockAuto.com

Summit Racing; 800/ 230-3030; SummitRacing.com

Wenco Industries; 818/785-0643

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By Eff Smith

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chriszj.
10/3/2012 at 2:39 PM I've been following this build because it was something I wanted build, but couldn't. I totaled my truck before I could put a 350 in mine. And now around here, S-10's are hard to find. And to top it all off, I owned a copy of the V8 S-10 conversion manual, until I loaned it to a friend. To make a long story short, his house blew up and so did my S-10 book. So now I don't even have my book at all now. But reading about this build brings back memmories of wanting to put 350 in my truck.

Cooling Tricks

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