Yes T&D shaft rockers, beehive springs titanium retainers, 11:1 compression ratio.
The Cr ratio is the outer edge of what I think you can do with pump gas, I will add probably 1/4 tank of race gas with each fill up to be safe. But for moderate street use 93 pump gas should work fine or maybe with a just a little octane boost.
Spent a lot of time thinking about it and wanted to take a 302 as far as you could go and still have a streetable motor. Torque is great from 2k on. Started with a Dart 4 bolt block and big bore. Lots of $$$ went into the internals to make then light and strong, all internaly balanced and weight matched for a smooth rever. Crank and conrods really light.
The money spent on internals negated the extra 7K for efi stacks, consensus seems to be that a great 4 barrel is the way to go all a round except maybe looks.
Basicaly power comes from the heads, which in this acse were purchased as raw castings and then worked, response, durability and smoothness from lightweigt strong internals.
From my resaerch I saw it was possible to build a sbf as well as any ferrari or proche motor if not better in terms of reciprocating parts and combustion chambers, its just componats time and askilled builder. The downsides are the valvetrain with single cam and pushrods. Displacement can cover the cam limitation and to a certain extent shaft rockers and lighweight valvetrain lets you do the revs at the cost of having to set valve lash on occasion.
A euro quad cam motor may have a broader torque spread, all be it with lower peak, and the same Hp, and no need any valve adjustments, it would also weigh more and up top too. Comming from a Lotus weight is a factor for me, it helps tires and brakes and the 302 weighs a lot less than a 351 when all is said and done, plus the exra weight of a 351 is up top. A 351 based motor though can put out more power for less $$$ more reliably. But then a 302 is sort of what these cars ran back in the day, and the power here is more than plenty. The other alternative is a n aluminum 351 block with hydraulics, comes out at less expense, but you cant historic race that, and there is the temptation to overkill on the Hp..
As the vette guys like to say, the pushrod V8 is a extremly dense power pakage for its size and weight, there are certain limtations but in context of avery light trackable car they are well worth it.
Possibly I could have gone with hydraulics and called it quits at 550 hp and 6800rpm, but the car will see 80% track use, and sometimes you just dont want to shift as there is a bend comming up, and from what I have read hydraulics can take revs on occasion just not a whole lot.
Looks like at 7krpm 118 mph in 3rd 155ish in 4th and close on 200 in 5th. Then there are always the extra 300-500rpms to play with on top of that if need be, and a whole lot of torque to run down into. I figure most tracks are going to be 3rd and 4th gear, so not too many shifts which take time in a GT40 and can be a distraction.
The internals are good for 8K rpm. cam naturaly not, so even if shifts are at 7300 its a safe motor. Or at least that is the plan.
Now I juts need the gearbox done so Dennis can finish it off.