1984 S10, an ongoing evolution
- Thread starter Andrew S
- Start date
Tony Dipatri
New member
Re: 1984 S10, an ongoing evolution
Nice Work...
Nice Work...
Andrew S
New member
Re: 1984 S10, an ongoing evolution
Thanks for the positive comments guys. I really appreciate it.
TY0618, I'm in the Kingston area. It's kind of ironic you would ask, that car show pic was at the Barrie Flea Market.
Did a little more reading on torsion system weights and found this,
17+ (16/2) + (20/2) + 5= 40 lbs
That sounds about right the stock torsion bar system and shock weighs in at 40 lbs per side.
The 2.5"x 8" hyper coils I was looking at are 5 lbs a piece. The penske coil over shock + coil weigh in at 8 lbs per side. 32 lbs per side shaved by replacing the torsion bars.
Total Stock weight - 42 lb + 40= 82
Total Modified weight - 18 lb + 8= 26
56lbs per side plus the wheels that's 61 lbs shed off each side. That's great never thought I would be able to get that much weight off the front tires with so few parts.
A couple other ideas that I previously mentioned are R&P, brakes (for sure this one) and maybe fiberglass fenders (not sold on this one)
For rack and pinion that would be relatively easy compared to doing a stock conversion. We are making our own steering arms to accommodate for the half shaft so bump steer and ackerman can be easily compensated for.
I don't have the actual parts in hand but after a little searching I've come up with this.
The 605 steering box and pitman arm weighs 24 lbs and the rest of the 4wd linkage weighs 17 lbs.
The power steering rack-and-pinion system I've been eyeballing weighs 18 lbs with integrated servo.
So there is roughly 20-25 lbs to be gained there. Plus the benefits of designing the system specifically to suit.
For the calipers and rotors I haven't made up my mind on a size. It will likely be a 12" or 13" rotor and 4 piston caliper maybe 6 if I can find a decent deal.
The stock caliper and bracket is 12 lbs, talk about beefy, + The stock 10.8" rotors at 13 lbs each
Ideally the wilwood calipers I would like to be able to afford are 5lbs and the rotors are 14 lbs. So there is 6 lbs per side to gain there.
I mentioned the fiberglass fenders but I'm still not sold on them. I'm shaving weight but trying to stay away from stripping it. I like to have inner fenders and the ability to bolt stuff to the fenders and am not a big fan of pin on hoods. Losing the inner fenders, doing a custom rad support, and fiberglass fenders would drop a few pounds but I don't think the weight savings would be substantial enough to outweigh losing all the things I like to have. On the fence about it.
stock fender weight for future reference, ( no cladding)
mattw, I had an idea of the drop I'll get with the spindles but took some measurements to find out exactly.
To be honest I scratched my head for a few minutes about what to reference and how to measure the drop that would be achieved. Then figuring out how to take into account the base of the c5/c6 spindle and the larger taper .
You can see in this picture the stock hub is situated higher up on the stock 4wd spindle. This means it acts more like a drop spindle then the C5/C6 spindle
Stock offset is 3.25" from the base,
C5/6 offset is 2.625" from the base,
So the truck would ride higher by 5/8" with the c5/6 spindle,
Where I am gaining the drop is in the ball-joint orientation.
1.5"
1.75" (added 1/8" because the ball joint taper is larger on the c5/6 spindle)
1.5+1.75 - 0.625=2.625"
I'll get roughly a 2 1/2" drop over stock with these spindles.
Thanks for the positive comments guys. I really appreciate it.
TY0618, I'm in the Kingston area. It's kind of ironic you would ask, that car show pic was at the Barrie Flea Market.
Did a little more reading on torsion system weights and found this,
some quick math
17+ (16/2) + (20/2) + 5= 40 lbs
That sounds about right the stock torsion bar system and shock weighs in at 40 lbs per side.
The 2.5"x 8" hyper coils I was looking at are 5 lbs a piece. The penske coil over shock + coil weigh in at 8 lbs per side. 32 lbs per side shaved by replacing the torsion bars.
Total Stock weight - 42 lb + 40= 82
Total Modified weight - 18 lb + 8= 26
56lbs per side plus the wheels that's 61 lbs shed off each side. That's great never thought I would be able to get that much weight off the front tires with so few parts.
A couple other ideas that I previously mentioned are R&P, brakes (for sure this one) and maybe fiberglass fenders (not sold on this one)
For rack and pinion that would be relatively easy compared to doing a stock conversion. We are making our own steering arms to accommodate for the half shaft so bump steer and ackerman can be easily compensated for.
I don't have the actual parts in hand but after a little searching I've come up with this.
The 605 steering box and pitman arm weighs 24 lbs and the rest of the 4wd linkage weighs 17 lbs.
The power steering rack-and-pinion system I've been eyeballing weighs 18 lbs with integrated servo.
So there is roughly 20-25 lbs to be gained there. Plus the benefits of designing the system specifically to suit.
For the calipers and rotors I haven't made up my mind on a size. It will likely be a 12" or 13" rotor and 4 piston caliper maybe 6 if I can find a decent deal.
The stock caliper and bracket is 12 lbs, talk about beefy, + The stock 10.8" rotors at 13 lbs each
Ideally the wilwood calipers I would like to be able to afford are 5lbs and the rotors are 14 lbs. So there is 6 lbs per side to gain there.
I mentioned the fiberglass fenders but I'm still not sold on them. I'm shaving weight but trying to stay away from stripping it. I like to have inner fenders and the ability to bolt stuff to the fenders and am not a big fan of pin on hoods. Losing the inner fenders, doing a custom rad support, and fiberglass fenders would drop a few pounds but I don't think the weight savings would be substantial enough to outweigh losing all the things I like to have. On the fence about it.
stock fender weight for future reference, ( no cladding)
mattw, I had an idea of the drop I'll get with the spindles but took some measurements to find out exactly.
To be honest I scratched my head for a few minutes about what to reference and how to measure the drop that would be achieved. Then figuring out how to take into account the base of the c5/c6 spindle and the larger taper .
You can see in this picture the stock hub is situated higher up on the stock 4wd spindle. This means it acts more like a drop spindle then the C5/C6 spindle
Stock offset is 3.25" from the base,
C5/6 offset is 2.625" from the base,
So the truck would ride higher by 5/8" with the c5/6 spindle,
Where I am gaining the drop is in the ball-joint orientation.
1.5"
1.75" (added 1/8" because the ball joint taper is larger on the c5/6 spindle)
1.5+1.75 - 0.625=2.625"
I'll get roughly a 2 1/2" drop over stock with these spindles.
Last edited:
Number219GT
Broke Status
Re: 1984 S10, an ongoing evolution
Very nice truck. I admire the dedication you have for your truck and doing everything right.You can take some great pictures BTW.
Very nice truck. I admire the dedication you have for your truck and doing everything right.You can take some great pictures BTW.
![Quickstop [UK]](/community/data/avatars/m/5/5165.jpg?1570199786){kind=avatar}
Quickstop [UK]
Combating adversyty.
Re: 1984 S10, an ongoing evolution
Very very impressive! Great pics and great work.
Now buy a SyTy and make some amazing billet parts
Very very impressive! Great pics and great work.
Now buy a SyTy and make some amazing billet parts
canadian
sy in progress
warmpancakes
New member
Re: 1984 S10, an ongoing evolution
just a fyi that's not a stock fender it will be lighter than a gm fender
just a fyi that's not a stock fender it will be lighter than a gm fender
Andrew S
New member
Re: 1984 S10, an ongoing evolution
I'm curious what parts in particular do you feel there is a real market for?
What's really bad is I had to google that name to get that LOL.
That's a good point. Good eye as well, yes it's some cheap aftermarket fender. A local here gave me a set and they will work well for mock-up purposes.
Luckily my dad has a set of nos fenders for his '83 and I just dropped one on the scale,
16lbs
I thought it would have been heavier but if it is it's not more then .5lb. I don't believe sy/ty fenders are any different aside from the cladding?
I picked up my scale from here. I went with the 1000lb and am wishing now I paid the $30 more for the 2000lb scale. I didn't want to pay the $1000 + bill for the real nice corner weight systems so this was the cheapest way for me to do it.
http://www.1800scales.com/Siltec-listing.html#199
Thanks guys, photography is a hobby of mine.Very very impressive! Great pics and great work.
Now buy a SyTy and make some amazing billet parts
I'm curious what parts in particular do you feel there is a real market for?
What's really bad is I had to google that name to get that LOL.
That's a good point. Good eye as well, yes it's some cheap aftermarket fender. A local here gave me a set and they will work well for mock-up purposes.
Luckily my dad has a set of nos fenders for his '83 and I just dropped one on the scale,
16lbs
I thought it would have been heavier but if it is it's not more then .5lb. I don't believe sy/ty fenders are any different aside from the cladding?
I picked up my scale from here. I went with the 1000lb and am wishing now I paid the $30 more for the 2000lb scale. I didn't want to pay the $1000 + bill for the real nice corner weight systems so this was the cheapest way for me to do it.
http://www.1800scales.com/Siltec-listing.html#199
jlcolvin
Member
Re: 1984 S10, an ongoing evolution
Great project, wish I had that much ambition. I remember seeing your project over on S10F and the last time I was over there you were working on the Blazer. Truck has come along way since the last time I had seen it. Can't wait to read more updates.
Great project, wish I had that much ambition. I remember seeing your project over on S10F and the last time I was over there you were working on the Blazer. Truck has come along way since the last time I had seen it. Can't wait to read more updates.
91syclone832
Banned
Re: 1984 S10, an ongoing evolution
Nice truck keep up the good work
Nice truck keep up the good work
Blazerspeed
New member
Re: 1984 S10, an ongoing evolution
Awesome build so far, in fact awesome isn't the word for it. I think insane, dedicated, and OCD are more appropriate. Keep it up man, can't wait to see where you take this build from here.
I think it's hard to say if there would be a legitimate market for them, but I know I would love to see proper light weight billet spindles for these trucks. I really don't like the idea that of all the new parts I'm going to be using on my truck, the stock ones are basically my only option.
Awesome build so far, in fact awesome isn't the word for it. I think insane, dedicated, and OCD are more appropriate. Keep it up man, can't wait to see where you take this build from here.
I think it's hard to say if there would be a legitimate market for them, but I know I would love to see proper light weight billet spindles for these trucks. I really don't like the idea that of all the new parts I'm going to be using on my truck, the stock ones are basically my only option.
Sportmachines
Active member
Re: 1984 S10, an ongoing evolution
I had the pleasure of meeting Andrew last week and get him some parts he needed. I knew he was doing something special, but this is a fantastic build and glad he is sharing it with such great detail. Keep up the great work!
I had the pleasure of meeting Andrew last week and get him some parts he needed. I knew he was doing something special, but this is a fantastic build and glad he is sharing it with such great detail. Keep up the great work!
SEL777
One of 101
Re: 1984 S10, an ongoing evolution
Very cool, thanks for sharing. As mentioned previously...nice write up, and very nice pictures. I found it funny the one I thought was the coolest was the one showing you putting the interior/dash back together from the low angle. I'll be sure to check back to keep up with where this build goes. Now, spend some more time encouraging your dad to work on his Stang.
Very cool, thanks for sharing. As mentioned previously...nice write up, and very nice pictures. I found it funny the one I thought was the coolest was the one showing you putting the interior/dash back together from the low angle. I'll be sure to check back to keep up with where this build goes. Now, spend some more time encouraging your dad to work on his Stang.
nallj92
Active member
Re: 1984 S10, an ongoing evolution
very nice project, i see your skills have came a long way so far!
so is sportmachines making uppers and lowers or just the lowers? price on them? And how with the SPC uppers bolt to the stock upper control arm mounts with the eccentrics? Thanks
very nice project, i see your skills have came a long way so far!
so is sportmachines making uppers and lowers or just the lowers? price on them? And how with the SPC uppers bolt to the stock upper control arm mounts with the eccentrics? Thanks
Andrew S
New member
Re: 1984 S10, an ongoing evolution
Thanks for the good words guys. Tom thanks again for the parts. Hoping to get everything mocked up after winter.
Thanks. It's not really a boat anchor anymore but it's a far cry from a turbo 4.3.
Thanks ocd probably captures it best. I've got a lot of sentimental attachment to the truck. I would like to have it perform really well on track days but still have a lot of the creature comforts I enjoy, so it's a balance. Especially when it comes to losing weight.
As for spindles that's out of my league to be honest. I spent a long time looking for parts that would work well in combination and luckily came up with those spindles. The amount of time and work it would take to make another set is daunting. Marcus at SC&C said it was like 17 different set-ups and a lot of hours. Another option I had played with was the AFX/ATS spindles - http://www.speedtech-performance.com/index.cfm/page/ptype=product/product_id=187/prd187.htm
After talking to Marcus about it, the problem would be the half-shaft to lower ball joint clearance. The hub is mounted so low on the spindle there just wouldn't be enough room for a cv, even a honda cv wouldn't fit.
The only other option that I was curious about was the LG drop spindles. The price is what turned me away though.
http://www.lgmotorsports.com/LG-Drop-Spindles
Neither of those are drop in deals though. It would take some work to get them to work.
jpalmer, yes I'll be using some massaged c5/6 spindles. They are going on an 97 s10 4wd frame.
Sport machines is making sets of both uppers and lowers. Tom was kind enough to split a set up for me. Shoot him a pm, he's the guy to talk to about pricing.
The SPC upper arms are originally designed for Mopar B/E body `62-`74. All they require is a slightly larger slide collar. You could probably get away with washers or a steel spacer. I measured up the stock control arm and SC&C just changed the adjustment collar lengths to suit. They have a nascar style screw in Howe Precision series modular ball joint.
Something else I've been contemplating is an aluminum core support. The work it would take to incorporate a rad/intercooler into a stock core support it would just be easier to make one.
Stock weight = 21 lbs (nos gm core support 82-85)
I would imagine that 5-10 lbs could be lost with this.
Updates will be slow for a while. The truck is in storage now and I've gotten myself into a whole other can of worms with another truck.
Thanks for the good words guys. Tom thanks again for the parts. Hoping to get everything mocked up after winter.
Thanks. It's not really a boat anchor anymore but it's a far cry from a turbo 4.3.
Thanks ocd probably captures it best. I've got a lot of sentimental attachment to the truck. I would like to have it perform really well on track days but still have a lot of the creature comforts I enjoy, so it's a balance. Especially when it comes to losing weight.
As for spindles that's out of my league to be honest. I spent a long time looking for parts that would work well in combination and luckily came up with those spindles. The amount of time and work it would take to make another set is daunting. Marcus at SC&C said it was like 17 different set-ups and a lot of hours. Another option I had played with was the AFX/ATS spindles - http://www.speedtech-performance.com/index.cfm/page/ptype=product/product_id=187/prd187.htm
After talking to Marcus about it, the problem would be the half-shaft to lower ball joint clearance. The hub is mounted so low on the spindle there just wouldn't be enough room for a cv, even a honda cv wouldn't fit.
The only other option that I was curious about was the LG drop spindles. The price is what turned me away though.
http://www.lgmotorsports.com/LG-Drop-Spindles
Neither of those are drop in deals though. It would take some work to get them to work.
jpalmer, yes I'll be using some massaged c5/6 spindles. They are going on an 97 s10 4wd frame.
Sport machines is making sets of both uppers and lowers. Tom was kind enough to split a set up for me. Shoot him a pm, he's the guy to talk to about pricing.
The SPC upper arms are originally designed for Mopar B/E body `62-`74. All they require is a slightly larger slide collar. You could probably get away with washers or a steel spacer. I measured up the stock control arm and SC&C just changed the adjustment collar lengths to suit. They have a nascar style screw in Howe Precision series modular ball joint.
Something else I've been contemplating is an aluminum core support. The work it would take to incorporate a rad/intercooler into a stock core support it would just be easier to make one.
Stock weight = 21 lbs (nos gm core support 82-85)
I would imagine that 5-10 lbs could be lost with this.
Updates will be slow for a while. The truck is in storage now and I've gotten myself into a whole other can of worms with another truck.