That's exactly my plans!!

 

www.lt1intake.com is the site
heard many good words about these prepped intakes and never a bad one and the price is more than fair. If you paid a machine shop to do what he does it would probably be more than 3 times what he makes off each one.

If you want to drag the car with a 302 and not change the drivetrain that could be a huge problem. You will prolly end up with slicks and wanting to drop in at 6+ grand . I used to have a mean vid off kazaa of a guy doing a bumper scraping wheel stand with a built 283. Its an awesome vid to see, he had to have dropped the clutch at atleast 9 or 10.
Finding a nice forged 283 crank for a nice price could be a pita. I dont know alot about cranks and treatments but maybe you could just find a 283 one from the 60s and do some fancy machine shoppin stuff to it? BTW dont underestimate the power you would get with a lt1 intake, 302, AFR, fastburn (my pref. choice), or whatever hp heads. You will also probly want 3.73 or taller gears anyway so seriously try and look into an aftermarket dif. heres a few urls I kept after researching aftermarket drivetrain stuff before rebuilding my dif:
Diferential + trans companies companies-
www.dutchmanms.com
currie enterprises- www.currieenterprises.com
Moser Engineering dif stuff - www.moserengineering.com
Randy's Ring and Pinion - www.ring-pinion.com
West Coast Differentials - 800-309-9342
strange drive train - 847-869-7010
Drive train Direct mostly dif stuff - www.drivetraindirect.com
Washington, pa store that has difs and other stuff - www.stropespeedshop.com

Those should really help if your interested. Lots of companies make rear assemblies that will just bolt into 3rd/4th gens. You can also get custom axle and tubing lengths if you want to switch rims so you dont need spacers while your at it.

Big problem with a 302 and a high rpm intake system will be low end torque obviously. My approach to this would still be turbos because they can get really low rpm 10+ psi boost. But like I said before the installs can be huge pitas. A good SC would help with the lower rpm power loss, but you will definately see more than 500+ with a well built 302 and a good intercooled SC at high rpm . I definately think if you want the rpms you should do a 302. Its pretty original and Im sure its been done on a 3rd gen but Ive never seen one. Plus when I am ready to do mine you can suggest what to and not to do . And if you bore it 30 over, you can tell peopl you got a 305. Then they will just be like, what the hell, a 305 in the just smoked my 406 hehe...
And johny, Im sure he can forgive you bud, for the love of dog you lost a watch today! sorry for the non mark style (long, and hopefully informative ;p) post.
greg

 

The problem with getting the pistons before the heads is that youre limited to the choices in heads to get a certain amount of compression ratio..Its cheaper to tailor the pistons to a certain compression ratio than the other way around..the other factor is you can shape the pistons for a better shaped combustion chamber depending on the heads combustion shape..In my case the best alternative was to get bigger pistons,flycut the valve reliefs..Since the TFS heads valves are not in the same position as the 23 or 18 degree heads(its 13 degrees) the flycut allowed me to have a desirable shaped combustion chamber,.200" of piston to valve clearance,and cheaper pistons(not TF$ pistons)..I dont want to be an *** but IMO the best way is to build around the heads and intake..but since intake is generally cheaper...I hope I dont sound harsh Im just stating my personal experience..take it or leave it

Daz

 

I can build around the intake and heads... well I can, but I can't own them first... I'm not rich guys. I will have the engine planned out... I was told by the engine builder that AFR's are good heads, so I will go with them... I am looking now, and they offer many different "cc" heads.. 180, 190, 195, then more, you get to racing heads... Best way to pick a head is to match the airflow of the intake, right? So... I can find out what the LT1 intake flows, and match the heads with that.. All I have to do to figure out what bottom ebd I want, is the combustion chamber size, thus setting my compression ratio.

About the 302 crank... Crower makes custom cranks, so I can go that route, although expensive, it wil be a strong crank.