I think all blocks pre-1986 are 2-piece rear seal. The flywheel bolt pattern is different on the 1-piece seal. I also think v8 conversion flywheels are available for either style.
Here's a company that appears to offer new SBC crankshafts in a 3" stroke in either small or large journal dimensions.
http://www.childs-albert.com/catalog/pdf/crankshafts.pdf

Here's another selling a 350 crank with stroke down to 2.900".
http://www.kingscrankshaft.com/index_files/page0001.html

It might be a bit of a challenge finding a 302 Z28 shortblock and/or crank without paying a bit of a premium. I would probably try to hunt down a good 283 SJ crank, a 327 SJ 2 bolt block, and all the parts and pieces to make a real decent package. With a set of 2.02 heads, this thing will really scream on top. Also, one of the cam manufacturers (can't remember who) makes a nostalgia copy of the right Z28 cam for that racey sound (love the way they sound). OTOH, if reasonable money is not a big issue, then go the Childs & Albert/Speed-O-Motive/SCAT/Callies/Kings route and use the late model LJ stuff. Just noticed on the link, Kings has a SJ 283 crank. Looks like you've got some options.

Andy

I just sent some emails to a couple of the crank companies. But speaking of heads and cams, what's recommended for my 302. I guess I'd want aluminum 2.02/1.60 - what are my options? AJS let me know if you remember that cam manufacturer. Thanks again.

Doug C

I kind of like what I see in that Speed-O-Motive long rod forged package I posted. Call them to see if they can do it in a 3.00" stroke. They've been around for a lot of years, though I've never personally used anything of their's.

Here's the Comp Cams version: http://www.compcams.com/Technical/Search/CamDetails.asp?PartNumber=12-309-4
Keep in mind, that this is a solid lifter cam so expect some valve train noise, though there's nothing like solids for high RPM's.

2.02 heads are huge for 302 cu. in. Remember that these were built for the trans-Am wars of the era. High RPM stuff. The rap on the 302 Z28 on the street was they lacked low-end torque....no surprise here! In a 2400lb 914, this will not be an issue like it was in a 3500lb Camaro. Again, if you like that racey sound and choppy idle, this is a well matched power package for a light weight car and 901 gearing. In my particular case, I'll be installing a Getrag 6 speed with tall gearing, so this kind of motor is not a good match for mine. All this is of course only my opinion.

Andy

Andy we have talked before about the Getrag 6 speed.
Have you worked out some of the problems with the starter location.
I've got my LS1 engine and have started with another conversion.
I've done a test fit into the 914 and see no real problem areas.

Bob

Bob,

From all the clutch and flywheel people I've talked with, it looks like I'll have to run a 168 tooth flexplate, and adapt a flywheel similar to what the stock car guys do. This way I can retain the stock Chevy starter and location, though there'll be some additional length in the adapter plate by about 3/4 - 1". Alternatives are difficult and few, otherwise. If I do a SBC or SBF, the Kennedy stuff will fit. I like the LS1 low profile and EFI, and the 5.0 Ford has a favorable torque rating and nice EFI. The SBC EFI choices are not so tidy, and drive the cost up. Choices, choices!!

Andy

Doug,

If you want a good high revving 302 Chevy camshaft, you can't go wrong with the original Z28 "30-30" solid lifter cam. It was called this because that is the valve lash setting on the intake and exhaust valves. It was the same cam used in the Corvette 327 fuel injected engine (365 H.P.). I have two different GM part numbers for it, 12364052 and 3849346.

The specifications are: Duration (@ .050) 254/254, Lift .485"/.485", LSA (Lobe Separation Angle) 114 degrees.

Great Info, I'm making notes on all this! Who makes affordable aluminum heads that would work well or maybe stock from another GM motor ?

Doug C

What's wrong with iron 2.02 heads? Sure, they will weight an extra 50 pounds or so, no big deal IMO.
But I'm a cheap bastard so my perspective is prolly different.

I agree with Sam. I haven't noticed the weight. After conversion my car actually rides a little higher in the rear with the new coils. The extra weight of the heads helps hold the car down, especially with my tires. Pocket-porting and going to better valves and valve springs can really improve a set of stock heads.

Was the lash really 0.030", or 0.30mm (0.12")? My 1990 BMW has a setting of 0.30mm (0.12") cold and it still makes some noise. 30 thou seems like would sound like it was coming apart.

if your'e not going to run high compression then the aluminum heads aren't wanted any way. They're for disappating the heat of the high compression, but when running something of normal compression(9-1 or so) cast heads are better.

Will98D,

Check this link for an explanation of the 30/30 Duntov camshaft.

http://www.holisticpage.com/camaro/camaros/302.htm

About halfway down the page..........."All three year model 302s used the famed solid lifter "30/30" camshaft, so named because of the .030" intake and .030" exhaust valve lash adjustments. This camshaft was also used in the 1964 and 1965 special high performance and fuel injected 327's installed in the Corvette. "