I am an american soldier in Tall Afar (Fob Sykes) Iraq. When i get home I'd like to start building my car (74 Gremlin). Well over here and where my home duty station (Germany, Giessen), I've had time to dicide how to build. I want it's power plant to be a Chevrolet 302 and tranny to be a 2spd pwrglide. Well my question is this, what is the best block to start with in my build. I was told by more shadetrees to start with a late 60's 327 destroke it with a early to late 60's 283 crank. if this is true could you confirm it and if it's not could direct me in the right direction. I want this to be a budget car, cause my money is going to a new Chrysler Crossfire 2006 for my wife. So please keep the budget thing in mind. And yes when it's built I will send pictures of a Gremlin with flamethrowers. Dare to be different. Well thankyou for your time and I'll be continually flipping the pages of *** mag.  

"I was told by more shadetrees to start with a late 60's 327 destroke it with a early to late 60's 283 crank. if this is true could you confirm it..."

The "shadetrees" you've been talking with know their stuff.  That's exactly how Chevrolet developed the 302 in 1967.  They used a small-journal 327ci two-bolt block (4.001" bore) and installed a small-journal 283ci crankshaft (3.0" stroke).  In the following years (1968 & 1969), the 302's crankshaft utilized larger journals, and therefore needed a block with larger journals.  Look up Chevy 302 on Google, you'll find a bunch of information on this little screamer.  

The 302ci was developed with only one thing in mind... to compete in SCCA Trans Am racing which had a maximum engine displacement rule of 305 cubic inches.  The actual engines used in competition were bored +0.020" to achieve 305 cubic inches. 

Edit:  By the way, thank you for serving our country!  I wish you a safe return home.

Like Charles said, that is a fine way to build the engine but figure on getting a good, loose aftermarket converter for that powerglide if you want any power out of that 302. A four speed would probably allow a lot more cam.

First, thank you for serving our country. I have been building engines for several years and found that any thing other than chevy 350 or ford 302 parts cost more. I have a friend that restores old cars and the cost of chevy 302, 283,and  327 engine kits are almost twice what you will pay for a 350 engine kit. Remember there is no substitute for cubic inches. A 302 will run well if run at high rpm. This is easy to do on a road course with a stick. A street or drag car needs torque to overcome starting from a dead stop with a automatic trans.I recomend building a vortec head 350 chevy. With a good cam you will have 400+ flywheel hp. Check out Northern auto parts or Powerhouse for a good price on parts.

Having ridden in a Nova with a 302 I think you may bet better off with a 350.  The 302 was wicked over 4500 but even with a 4.11 gear took awhile to really take off with the automatic.  I can only imagine that with a powerglide you are going to need something like 4.88's to make it liveable.  If you want the 302 at least throw a 4 speed behind it so that you can gear it to go.  

I think 302 Chevy pistons are a Custom order along the lines of $600-$800 . My prices may be off but everytime someone calls my whse building one of these the pistons usually slow them down. Now Egge or Packard Ind in NJ might have them but it is not like just calling up and getting some Sealed Power 345np's for a 350. I will check into avail. for ya though.

P.S> Ty for serving your country.

You said you decided on a Chevy 302.  If that's what you want, then don't let others try talk you out of it.  I've been around 302s for +30 years.  They're a bat out of hell, and they love to sing in the upper rpms.

You'll have two challenges:  Locating a good 3" crank, followed by pistons with the correct compression height of 1.80".  This is the measurement from the centerline of the wristpin to the quench or flat portion of the piston (not the dome).  The 302 pin is located lower on the piston vs. a 327 or 350 because of the shorter stroke of the 302 crank.  This allows the piston to be further up in the cylinder during top dead center.  Word to the wise because I've seen this multiple times... be careful not to install pistons designed for a 327 or 350; otherwise you'll end up with a compression ratio less than my lawnmower.  Not good.

As Gibs stated, if running a 'Glide you'll want a loose (high stall) converter.  302s want to play with a lot of rpms, and the loose converter will allow for that.  With a sound crank, good main caps, decent valve train and good machining (correct specs) - there's no reason you can't build a 302 that will bounce off 7,000rpms all day long and live a happy life. 

If set up right, a hot 302 in a little Gremlin ought to be a lot of fun.  Enjoy!

302s are cool...make great HP..i am not to fond of a PG (i am assuming street duty???)go with th350...or even better (my fave) a th2004r...better first gear 2.74 vs 1.76/1.82...the th200s have a near perfect spread for a street car..i would go 327 cubes...

my 02..loose converters are a much bigger PIA than big cams..