The V-8 added about 190 lbs, the five-speed weighs about 35 lbs more than the original 5-speed, and the dual exhaust weighs 35 lbs more than the original exhaust; the battery was relocated to the rear to improve weight distribution. This transfers about 35 lbs off the front wheels and onto the rear wheels. A gear-reduction starter and an aluminum water pump reduce engine weight (and front-end weight) by about 15 lbs. After the V-8 was installed, the front of the truck (which is equipped with the 1500 lb payload option) dropped less than an inch, the rear dropped about the same.

The handling is not adversely affected. The truck feels powerful yet smooth and quiet. When the V8 conversion is done properly, the vehicle feels stock, until you step hard on the gas pedal. The stock 7-1/2" S-Truck rear-end will handle a lot of power and is sufficient for most V8 conversions, but if you are running a "built" V-8, or have tall or sticky tires, you will need the 7-5/8" rear end, or a custom built rear-end.

The S10 V8 conversion resulted to a modified suspension with Bell Tech 2" drop spindles, de-arched rear springs with air shocks from a 1993 Typhoon (the softest riding air shock for the S-Truck), a 1-1/8" front anti-sway bar from an S-10 Blazer, and a quick-ratio power-steering box (2-3/4 turns lock to lock) from a 1997 S-10 SS. All of which have added greatly to the enjoyment of the V-8 conversion..