My block is a .060 which makes it a 310 and the only reason why is due to P/S class max is 311 cid ans i have a 69302 block which is much thicker.....it's the whole combination that makes power not just this part or that part.
Thats the purpose of having a 69 302 block which is much stronger than your newer 302 blocks and they have alot more meat in the cylinder bores as i was told and thats why i choose that block.
You would be suprised that most of the guys in R/S-P/S-F/S use either a 69 block or the expensive A4 302 blocks I got my block from ARK when i went for my family reunion 3 years ago and it was sitting in my uncles tool shed.
You would be suprised that most of the guys in R/S-P/S-F/S use either a 69 block or the expensive A4 302 blocks I got my block from ARK when i went for my family reunion 3 years ago and it was sitting in my uncles tool shed.
Ya gotta love it when you just get rid of someones junk 302 huh? Take it home, cut some meat out, stroke it out, throw some aluminum on top and roll 400+ hp. YA!
It adds compression because you have slightly larger displacement with the same combustion chamber size. That's where most of the gained horsepower comes from boring. For example: Standard bore 302 with flat tops and 58 cc combustion chambers would have a compression ratio of approximately 10.08:1. If you have the exact same engine with a 4.030 bore the compression would be about 10.22:1. You can probably expect about 5 flywheel horsepower from it.
With the 310 were at 11to1 in compression with the flat top pistons & 58cc heads...I run a stock crank,ultra lightweight rods,ultra lightweight wrist pins, and probe pistons(595 grams for pistons with wrist pins)...This is one of the reasons we can spin this motor to 7100 rpms and run in the mid 11.4's