I don't know if it'll work, but the 3000GT VR4 DOHC 24V twin turbo heads might fit. The non-turbo motors are pretty lame and torque is too high up on the curve, but the boosted engines make ~ 315 ft/lbs of torque at 2500rpms/300HP at 6000rpm so there might be a big difference in the cam profiles:

300GT Specs

I have no idea how they would do without the turbos or if they would even fit our block, but it would make an interesting experiment - and if they fit and worked ok, the addition of a blower would make it even more interesting.

Frank

what is the sohc 3.0 supposed to make for power stock??? Since i have access to a chassis dyno(4 free!) i have dyno'd my monty, and im wonderin what it is supposed to be at. I cant remember what its at now, but i'll look and post it later

Montero/Raider specs:

'89-'91 6G72 3.0L SOHC 12V MPI [email]143HP@5000/168ft.lb@2500[/email]
'92-'94 6G72 3.0L SOHC 12V MPI [email]151HP@5000/174ft.lb@4000[/email]
'95-'98 6G72 3.0L SOHC 12V MPI [email]177HP@5500/183ft.lb@4500[/email]
'99-'00 6G72 3.0L SOHC 24V MPI [email]173HP@5250/188ft.lb@4000[/email]

Frank

Deja vu, or have we done this before...

The 177HP/188ft.lb is 24V SOHC. And for those few out there like me (if there are any!), it was 95-96 that you could get a MT with the 24V. I thought it ran through 97. For 98, I know our "new" one is the 3.5 SOHC (at 200HP and [?]lb.ft0. Which I think is what they used until, maybe, Gen III.

We may have covered that before - pulled it from an old post that you might have previously corrected. Thanks.

Frank

Alrighty, I'm gonna do more research as time allows. But if the 3000GT block is essentially the same, then the DOHC heads should work.

That would be quite a gain in power, especially after raising the compression ratio a smidge. Highway driving would also be MUCH more pleasurable! I'll see what I can find out over the next week...

I think what you'll find is that the head swap will also require most all of the 3000GT engine accessories - intake, plenum, throttle body, front brackets and ignition change - which may also require the computer from a 3000GT. It might be easier to buy a 3000GT TT motor/ECU/harness, yank the turbos, rebuild to 9:1 CR or so and allow for a S/C later. All that glitters.......

Frank

http://www.s10planet.com/History/history_blazer.htm

1987-1993
125 HP - 150 Torque / 2.8L V6 TBI
1988 -1992
The 4.3L V6 engine was introduced
Available engines:
150 HP - 230 Torque / 4.3L V6 TBI
After five years of production, the V6 was the standard engine for the S-10 Blazer. Later in the year, a 4.3-liter V6 that produced 160 horsepower became an option

1992
125 HP - 150 Torque / 2.8L V6 TBI
150 HP - 230 Torque / 4.3L V6 TBI
195 HP - 260 Torque / 4.3L V6 CPFI Vortec (Blazer only)

1993
125 HP - 150 Torque / 2.8L V6 TBI
150 HP - 235 Torque / 4.3L V6 TBI
195 HP - 260 Torque / 4.3L V6 CPFI Vortec (Blazer only)

1994
165 HP - 235 Torque / 4.3L V6 TBI
195 HP - 260 Torque / 4.3L V6 CMFI
195 HP - 260 Torque / 4.3L V6 CPFI Vortec

1995
155 HP - 235 Torque / 4.3L V6 TBI
191 HP - 260 Torque / 4.3L V6 CMFI

1996
175 HP - 240 Torque (2WD) - 180 HP - 240 Torque (4WD) 4.3L V6 CSFI {VIN W}
180 HP - 245 Torque (2WD) -190 HP - 250 Torque (4WD) 4.3L V6 CSFI {VIN X}

1997
175 HP - 240 Torque (2WD) - 180 HP - 240 Torque (4WD) 4.3L V6 CSFI {VIN Y}
180 HP - 245 Torque (2WD) -190 HP - 250 Torque (4WD) 4.3L V6 CSFI {VIN X}
1998 -1999
180 HP - 245 Torque (2WD) -190 HP - 250 Torque (4WD) 4.3L V6 CSFI

For comparison some Chevy V6 hp #'s

Kevin

Well, I've been looking at used DOHC engines. It looks like it would be easier, and may very well end up being cheaper as well, to build a one-off supercharger kit.

You can get the DOHC engine for as cheap as $700-$800, however I'd be leary about installing some else's engine without rebulding it first. That's what would make the DOHC swap more expensive. Even just using the heads, I'd want to rebuild them.

The supercharger would not require swapping so many parts.

FYI, I've seen M90 blowers mounted on N/A 3000GT's. I forget who produced the kits. I used to want a 3000GT so badly, until I realized the SL was FWD.

Be careful of looking at prices on DOHC engines - the cam profiles (and I assume head ports) seem quite different on the twin turbo models as opposed to the base DOHC non-turbo version. To get the low-end torque I think you'd have to use the more expensive turbo motor from a Stealth or 3000GT.

I found a set of Stealth exhaust manifolds on ebay, but it appears that the collector would possibly hit the motor mounts on our trucks - we need a log-type manifold for drop-in, but the other option would be headers - RPW or custom.

Kevin - interesting that the specs dropped on the 4.3L later models. I don't know why, but that table is good to have for anyone considering a swap. The 4.3 still looks to be the best alternative for anyone who doesn't mind some cutting/welding/body lift. The electrical work will exist no matter which road one takes.

Frank