The shorter rod to stoke ratio makes the piston linger more in the bottom of the bore. It causes more vibration and more piston side load, but offers more time to fill the cylinders on the intake stroke.
These tuning factors are an order of magnitude smaller than the effects of cam duration and runner volume and lengths.
The 347 is a way to get the max out of a 302 block.
The key is your transaxle. If you go with the lower cost Porsche option, you need to make power with high RPM rather than high torque and better match the Porsche smaller displacement higher revving engine. So a 327 or so may be the happier option. (4" bore, 3.25" stroke?)
These tuning factors are an order of magnitude smaller than the effects of cam duration and runner volume and lengths.
The 347 is a way to get the max out of a 302 block.
The key is your transaxle. If you go with the lower cost Porsche option, you need to make power with high RPM rather than high torque and better match the Porsche smaller displacement higher revving engine. So a 327 or so may be the happier option. (4" bore, 3.25" stroke?)