The only thing different about doing a 331 or 347 (or just about any stroker) is you have to clearance the block so the rods don't hit. They use the same valvetrain parts, nothing different there. Max cam lift is dependent on several factors, these are the distance the springs compress before binding (they get to a point where they're solid objects) the distance between the bottom of the spring retainers and the top of the valveguide boss, the cam's timing events, and finally the maximum lift and the depth and shape of the valve reliefs in the piston tops. Clearance between the valves and piston is critical when the piston is chasing the valve up the bore on the exhaust stroke, then just before it reaches Top Dead Center (TDC) the intake valve starts to open, then it chases the piston back down the bore after TDC and on the intake stroke. All this is related to not just max cam lift, but the valve timing events themselves. Finally with a stroker, all the rotating parts have to be balanced before assembly, some kits may have this done already though, you have to ask. In doing a rebuild with all the factory parts, balancing can be skipped in 90% of cases. It's a good thing to have done, but not always necessary in normal rebuilds.
for hands on experience i have had my experiences and i have made mistakes. I know what the hell im talking about. True high boost is very hard on a block and it will give way sooner or later. And making suggestions on a build. Im sorry for telling the guy to do it the correct way. I gave some insight. And there is a big difference in a Diesel motor and a gas motor. Octane plays a big role, The tune is most important. Gaskets blow regaurdless what happens. Heads crack because of cheap mass produced parts. I have SEEN and WORKED on a Factory 302 block that runs 27 PSI.
You're going to sit there and tell me you've got years of experience and you're only 18 ? Must be a child prodigy. How many miles did that 27 psi 302 run ? At 27 PSI? Yea, there is a big difference between a diesel and a gas engine, namely in the way they're built to start with. You're not old enough to recall the abortion GM tried back in the late 70's by converting probably it's strongest gas engine to diesel (N/A at that) the Oldsmobile 350. They didn't fare too well with the increased compression ratio, which is really the same as adding boost. 27 PSI in a strip only application is one thing, but trying to do that in a car that's driven day in - day out is quite another matter. I don't think JD has deep enough pockets to build a daily driven, much less a dedicated strip car and run 27 lbs of boost.
I didnt say years..I have experience I worked on my first turbo buick when i was 15 and since then i have been addicted to boost. This 302 that ran on 27 PSI has been running strong for a year and one half and its a weekend bracket racer. and your right about the street/Strip daily driver car. and That GM Diesel Gas conversion. No i wasnt there but i know that the heads were blown into the sealing tiles.
Like I posted in another thread. Get a complete motor & be happy. The Comet was my 1st motor. I took it out & took the engine to an engine bulider with some new parts like a carb, heads, intake, rockers, & cam and had them rebuild it for me. I wouldn't attemp to put the bottom end back together. Not even now would I do that.
