At risk of being slightly off-topic, but from experience, the LT1 is the perfect swap for S-10s, while the LSx is far easier into a thirdgen than an S-10. LT1s are extremely rare, scarce, hard to find and harder to get, but the lack of a rear HEI dizzy, plus the otherwise easy fit, makes them the ultimate bolt-in upgrade for the S-10, where the LSx really doesn't fit.

 

I helped do an ls into an s10 including the wiring. It was simple. Not sure why its any more difficult than an lt motor. Just need mounts and swap headers just like any other motor does

 

Anyone who has put a 350 in an s-10 knows the dizzy is the only snag, I used the Patriot shorty headers, but I've seen it done with the '70s Camaro exhaust manifolds, and the '96-up Vortec 350 C1500 exhaust manifolds. None of those require changing the steering shaft and getting a spherical-bearing tubular upper right control arm as my 4.8 into my '87 S-10 does. I'm using the '98-'99 Z28 tubular exhaust manifold which every forum says are the easiest fit.
Fitting the LSx into the '86 Camaro was far easier. I've now done both engine families into both vehicles, and I won't even be finishing my 4.8 into my S-10 if I can score an LT1, even an iron-headed version from a Caprice, or if even 1 more thing goes wrong. My '94 Camaro would love my 4.8

 

My son bought a 2001 S10 Blazer that already had a 5.3 punched to 5.7 swapped into it. Thought he was getting a deal. It's been nothing but headaches. The headers were custom made (from a kit, we think), and have been a custom pain (leaks, burning plug wires, etc. - and too small). He's had the engine completely torn down to fix what they did wrong, and has rebuilt the 4L60E 3 times. The 10-bolt has been rebuilt twice. Tried 4 different intake manifolds (latest, an Edelbrock single plane and elbow) seems to be the best so far. Tries to drag race it, very inconsistent. He's sick of it. Went and bought a '75 Vega to do an LS swap in it.

Maybe he should do an LT1 swap in the Blazer...

 

A friend of mine has a 96 S10 P/U with an LS1/TKO 5 spd. with swap mid length headers. Had a few small bugs to work out initially but drives the truck 35 miles one way to work every day and loves it.

 

The Explorer 8.8 axle swap is very easy, and comes 31-spline. It's heavy, the Ranger version is lighter, but is 28-spline. To put 31s in that takes aftermarket shafts because of the outer bearings.
I went Explorer for the extra payload, redrilled the lug pattern, and used a pair of '93-'95 Z28 wheels for a perfect tuck. I bought a drum-brake version because the stock discs are tiny and unvented, I'll be doing my own big discs upgrade with ElDorado calipers. I also got the one I did because it had 3.08:1 gears in it, right from the Ford assembly line. I welded the left spider, and I also bought a used Traction-Lok and a FRPP rebuild kit for my used Traction-Lok. I got a pair of OEWheels 19x10s, and they tuck also, I think I could run 285/45R19s, but I decided a street-sport S-10 is dumb since I have a Camaro and a dually, so I'm converting my S-10 into a prerunner for now, while I gather a transfer case and solid front axle. I replaced the 3.08:1 with 2.73:1 for while I'm running a SM465 and 245/75R16s, I'll end up at 265/75 on the Z28 "salad-shooter" wheels.