If you're wondering about p to v clearance - you have to measure; each engine is unique - especially if the heads have been cut. There's no way around it. And peak lift has nothing to do with p to v clearance. You can have about as much lift as you'd like providing your springs can handle it - both from a float and a bind perspective. To know anything about that - you guessed it - you have to measure your springs for bind height and for spring force. Machine shop can do it for you.
Are you thinking about that engine for the Stang or the 244? You may have fitment issues with the taller deck height in the Volvo.
the fact that my last block apparently had to much.
Aside for measuring for correct pushrod length, what else should i do when assembling that combo?
I have all the parts lieing around, just want to know what i have to do.
Email them and ask them if the 351 is a roller. Still don't know what you mean by your last 'block' having too much lift.
You'll need to get your block, your heads, your cam and then mock up and measure. Use an adjustable pushrod and check the rocker/valve stem geometry to get the proper pushrod length. Measure spring rate and check with cam manufacturer to see if the springs have enough force to match the lobe design. Measure them for bind height and check that against lobe lift/rocker ratio. If all that checks out, then you can degree the cam in and check p to v. But your peak lift has nothing to do with p to v. And no one, even Smock (all respect) can tell you what valve timing events are gonna clear in an engine you don't have yet, with who knows what kind of pistons in it and heads that have been milled some amount we don't know. You've got to mock it up and measure, or else you're just guessing.
did you ever find out what happened with the old engine?
Im begging you to have the part checked out before throwing together a $900 grenade.- fyi not all of your 302 parts will workin a 351- even if it is a roller.
engines are like compuers- crap in=crap out!