No, it wouldnt work without alot of modification. If you notice on the first page it shows a pic of the engine bay, the LN2 in an s-10 is set up for RWD. The supercharger if installed on you cavy wouldnt fit between the radiator and where its supposed to connect to the accessories.
I think Hahn still makes a turbo kit for the LN2.
http://www.turbosystem.com/auto/Cavalier/ln2ohv.htm
"Go Before Show Yo."
CARCUSTOMS.NET, THE BEST SERVICE ON THE ORG!!!
it could probably be done since this is mounted farther off the engine bay and driven by multiple gears and belts. you would have to do alot of modifications to get this thing to mount and clear the rad, but if you see the size of the bracket they give you to mount that thing to the S10 LN2... its huge!
you would probably have to fashion up your own bracket and get rid of that extra idler pulley and drive it right off the crank, may need a custom pulley made to drive the charger at the appropriate speed. if its going to get in the way of the rad, you could get a smaller rad (width wise) and have the charger stick past the rad support... downfall would be its probably toast if you get into an accident in the front.
1997 Cavalier Z24 - 16.3 in 1320 and falling...
Adam Lewis wrote:Does any one know if this will work i was just looking in the s10 forums and cam across it.
http://wynjammer.com/ALM1115/S10_22L.html
hey man thanks for posting the link i am going to get the Super charger kit for my S10 Blazer. LOL S/Ced blazer on 22's here i come LOL
I don't like there blowers but I have thought about doing what the saturn guys do They remove the A/C and make a bracket almost identical to the one for the A/C but it is able to mount a Vortech blower to it. Thus simplifying the install and R&D. SInce I don't have A/C as is I've thought about because 1. a pulley already has ran there so its not like an extra pulley adding more drag and 2. seems like it could be done on the cheap. Although you wouldn't be able to use a Vortech unit because there not internally oil fed you would need a Procharger or Paxton SL(if they even make it in a small enough size). Where are compressors sit its just too low.
So Adam theres an idea for you.
Anyone else curious as to why it says "You MUST be 18 Years Old to buy this kit and Prove IT!!" ... comes of as kinda gay, and im pretty sure you can buy motor parts at any age lol
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o i didnt know that was different from our ln2 how come no one has tryed to do the s10 rwd to the cavy or is it one of those things "you can do any thing if you have enough money"
You can do anything if you have enough money
lol just putting this out there since the S10 was brought up.. could you not (again money can do any thing i know) use the engine/trany from an S10 for a relatively easy RWD conversion on a Jbody?
The First Twin Charged jbody
blue car (R.I.P) - 240whp @7psi..
silver car - 305whp 315lbs.tq @15psi (91 Octane) or 420whp & 425lbs.TQ @20psi (94 octane+Alcohol Injection)
All dynos run on a Mustang dyno
Josh F wrote:lol just putting this out there since the S10 was brought up.. could you not (again money can do any thing i know) use the engine/trany from an S10 for a relatively easy RWD conversion on a Jbody?
*shhhh* lol
AWD DSM rear shocks are the same as a J's (probably valved different, but you can bolt the J-body rear shocks to the DSM knuckles, although bushing ID may be different or something little like that)...
The DSM rear subframe mounts in a way so that it should pretty much sit on the J-body "frame rails", the dimensions look to be very close.
Rear end of a DSM is .7" narrower than a J, so wider tires inside the fenders.
Yeah, I've done a little research
fortune cookie say: better a delay than a disaster
whats the difference between a s10 ln2 and a jbody ln2? do they both bolt up to the same tranny, like would a s10 motor bolt to a cavy trany and vise versa?
Adam Lewis wrote:whats the difference between a s10 ln2 and a jbody ln2? do they both bolt up to the same tranny, like would a s10 motor bolt to a cavy trany and vise versa?
All mounting bosses are the same (just different ones are actually used for each app).
fortune cookie say: better a delay than a disaster
its still a LN2. LOL j/p look on my site, i do love the LN2 with the ln2 inside sticker!
Centrifugal S/C = so sex!
It'll fit with a bit of work.
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Centifugals on 4 cyls isn't the best idea. "All the parasitic loss of a supercharger, with the lag of a turbo", comes to mind. Every dyno I've seen of a centrifugal is incredibly peak-oriented, and lacks anything in the mid-range which is where you really want the power to come into play. With centrifugals, by the time the party starts, you've got to shift. I still can't recall seeing a single centrifugally supercharged 4 banger that actually laid out an impressive 1/4 mile time compared to its dyno. V8's seem to have better luck with them since they already have the low-to-midrange power and then the blower just compensates for the lack of top end.
Beyond that, from the look of it, this kit would be sticking past your front bumper if you mounted it on a transverse engine.
And beyond THAT, I wouldn't trust paying more than $5 for any product that came off of a website that looked like that. If they don't care enough to have a professional looking website, what makes you think they're going to give a crap about other aspects of their business (customer service, quality, etc)?
Arrival Blue 04 LS Sport
Eco
Turbo
Megasquirt
'Nuff said
I don't think it'd do all to terribly on the LN2, the torque peaks low. Centrifugals are basically the same as taking the exhaust side off a turbo and putting a pulley & gears on, theres no lag.
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There is still an inherent delay in power delivery because of the way the compressor is gradually increasing in speed. You don't hit peak boost with a centrifugal until right before you shift. Whereas with a roots blower, or turbo, you can hit peak much earlier and hold it longer. So instead of a nice broad powerband, you get a diagonal line at almost a 45 degree angle.... leaves a lot of area "under the curve" compared to a roots or well matched turbo. As far as packaging goes, I think centrifugals narrowly win the battle for being the simplest to fabricate, but somehow centrifugal kits still always seem to be ridiculously expensive. Probably because the supercharger headunit is somewhere around $1200-1500 itself, even if its a unit only capable of making 75 hp over stock. Meanwhile you can get a turbo for that much that will get you well above 400-500 hp... And probably still have a wider powerband. Just doesn't make much sense to me.
Arrival Blue 04 LS Sport
Eco
Turbo
Megasquirt
'Nuff said
Scarab (Jersey Jay 1.8T) wrote:You don't hit peak boost with a centrifugal until right before you shift.
Not true. You can size the compressor so that it passes peak efficiency wherever you want
If the efficiency drops fast enough, boost can drop as well.
fortune cookie say: better a delay than a disaster
Makes sense, I'd rather just set up a set of my own gears and take a turbo apart (it'd be a LOT cheaper). No one could complain with the install though, simplest of all.
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Ok guys....bringing this back from the dead! If the s-10 uses an LN2 and a 4.3 why not just get the mounts and run the exhaust to shove it in the cavy!!!! People have filled maxi-pads for me saying that.
