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Author Topic: thinking about a modern 302  (Read 7106 times)
tom
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« on: May 07, 2008, 06:47:59 AM »

Just wondering about the potential for a "modern" 302. If I recall correctly the 302, 327, and 350 all share a 4.00 bore. Any thoughts on recreating the 302 performance using an available 350 block, and hooking it up to a modern very high stall auto trans that could slip all the way into the high rev power band of the 302.

What I am thinking of is a land speed project in the 5 liter automatic trans class.

Tom
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hotrod68
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« Reply #1 on: May 07, 2008, 10:57:03 PM »

You just need a crank with a 3" stroke and the pistons with the right pin height to make a 302 out of a 350--no prob there. Imagine a 302 with 6" rods! And you'd need a converter with at least a 3500 stall to make the 302 launch in its powerband. I'd like to see that!
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HotRod'68  1968 SS350 coupe undergoing frame-off resto/rod. 386/350/4.11s
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tom
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« Reply #2 on: May 08, 2008, 05:58:33 AM »

I was thinking more like 4000 plus stall speed on a modern overdrive auto with the lockup converter and some long gears in the diff. throw in a couple miles to get up to speed, and some aero work..........
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69 X11 Z21 L14 glide
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1968RSZ28
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« Reply #3 on: May 08, 2008, 11:51:57 AM »

Just wondering about the potential for a "modern" 302.

The "old reliable" 302 would smoke it!!     Grin     Grin     Grin

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hotrod68
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« Reply #4 on: May 08, 2008, 11:27:58 PM »

Old Reliable is a diety....lol   That thing launches like a dang rocket! Gotta love them 4-speeds and screaming 302s.
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HotRod'68  1968 SS350 coupe undergoing frame-off resto/rod. 386/350/4.11s
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seeburg220
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« Reply #5 on: May 12, 2008, 09:13:04 PM »

What compression ratio are you thinking of on this?   I have a 350/350 hp Vette, and it was stock 11:1.  I have since bored it .030 over, making it higher than that.   I have to add lead to get it to not ping.   Just something to consider.
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tom
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« Reply #6 on: May 13, 2008, 07:17:04 AM »

I was thinking that not having to be correct for the ECTA meets there would be an opportunity to build a modern 302 that would work in the 5 litre class. The high reving along with the right gears in the rear could make a high top end combination. I don't know what compression I would be looking for, I was kind of hoping for some feedback here.

I was thinking that I might be able to compete with going broke on period correct parts.
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GaryL
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« Reply #7 on: May 13, 2008, 01:53:31 PM »

What are the advantages of a "modern" 302?
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Gary

Lemans Blue X33. DZ, M20, manual steering. Only BU code rear end is original.
tom
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« Reply #8 on: May 13, 2008, 02:38:54 PM »

Not needing date correct original GM parts should be less expensive, newer technology heads, intakes, roller cam,  ignition, etc. may offer more power. Besides I don't have a Z and I don't have a DZ block.

Tom
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JKZ27
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« Reply #9 on: May 26, 2008, 09:42:56 AM »

Eagle makes a 3" forged crank!

John
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tom
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« Reply #10 on: May 26, 2008, 12:40:53 PM »

John,

Thanks!
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69 X11 Z21 L14 glide
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melav8r
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« Reply #11 on: July 02, 2008, 01:45:44 AM »

The '68 and '69 302 used a 350 block, '67 used a 327 block for that matter, only difference was a 3.00" stroke compared to the 327's  3.25" stroke and the 350's 3.48" stroke.
have fun.
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firstgenaddict
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« Reply #12 on: July 05, 2008, 07:20:27 PM »

IF you could get a 6.20 Rod in there you would have a 2.06 rod ratio... and a very light reciprocating assembly (the compression height of the piston is going to be short, yielding a shorter lighter piston) which will maximize the power output, lightening the recip assem minimizes the parasitic power loss of accelerating 8 pistons from a dead stop 2 times per revolution... (at TDC and BDC the piston comes to a complete stop), therefore any reduction in the mass, having to be accelerated, is going to yield a net power increase...
Another factor is the higher rod ratio allows the engine to rev higher with less side loading... if the effective RPM's are increased then the whole mass acceleration issue becomes an even larger factor...   
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James
Collectin' Camaro's since "Only Rednecks drove them"
 
Check out the Black 69 RS/Z28 45k mile Survivor and the Lemans Blue 69 Z 10D frame off...
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L78 steve
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« Reply #13 on: July 07, 2008, 10:57:42 AM »

Why would you want a loose converter if  you are looking for top end.Loose converters are for hole shots.Just gear it for the max RPM at the speed the HP will accommodate.
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firstgenaddict
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« Reply #14 on: July 30, 2008, 01:08:38 AM »

My dad has been talking about building a Flat Head powered car for the ECTA...

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James
Collectin' Camaro's since "Only Rednecks drove them"
 
Check out the Black 69 RS/Z28 45k mile Survivor and the Lemans Blue 69 Z 10D frame off...
https://picasaweb.google.com/112392262205377424364/1969_Z28_Restoration
tom
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« Reply #15 on: July 30, 2008, 06:36:15 AM »

Sounds cool. Not a lot of folks seem to be aware of East Coast land speed racing. I don't expect great success, more interested in just playing the game.
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pdq67
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« Reply #16 on: November 26, 2009, 10:57:18 PM »

Tom,

The today way to do this is to use a 400 block and install a 3" or a 3.25" crank in it and add a good set of free flowing aftermarket heads.

And I dearly loved my old junk301 up around 7,500 rpm!!

pdq67
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pdq67
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« Reply #17 on: November 27, 2009, 03:20:48 PM »

Back again,  I chased down a supplier of 6.25" long forged SJ rods so that I could use 6" rod, 350 pistons to make another junk301.

I just don't get why stock 302" and .030" and .060" overbore pistons are so scarce???

Heck, back in the day W/JCW sold el-cheapo, 1/8" overbore domed 283 cast pistons that I had in my junk301 for like $39.95/set along w/ cheap rings for like $5.00/set.  Badger or Simplex pistons?

pdq67
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