The 289 is the fore runner to the 302. The 289 is a 4in bore by a 2.87 inch stroke. The 302 takes the same 4in bore and gives it a 3.0 inch stroke. You can make a 289 into a 302 and vice versa by swithching cranks and rods. Nothing more complicated than that. It is just a matter of 13 cubes, the 302 is a 289 stroker. Now heads, cam, carb, exhaust, and distributor changes abound in these cars. Generally, you will find higher HP versions of the 289 floating around but I think this is because when the 302 showed up in 68, the 351 was a year away, and the 390/428's were showing up in cars and so a really high proformance 302 wasn't necessary. Then came the 70's and the gas cruch, followed by the technology revolution of the late 80's-90's that brought the hp of the 302 way up. But lets not forget that butt-kicker 302 we all want, the boss 302. (used 289 rods, longer, and special pistons, strengthened block, but otherwise just like a 302 with radical head and cam treatment.)
Yes, the 289 will rev quicker because it has less internal mass than a 302 (if you have engines with the same power) but as for redline, most of the time engines are limited by the valve train not the bottom end assembly, expecially on short stroke engines. Extra strengh will help keep it together though. The 289 does have a slight advantage in rod to stroke length over the 302, but it is pretty small.
If it were me, I would build a 302 because the parts are already there and the valve train can be built to get to 6500 pretty easy so why not just go with the stroker and get the extra cubes. And a 302 (347 for that matter) can look exactly like an old 289 from the outside.
|