The guy i bought it from says its a 289 bored out to a 302.
IIRC, the bore would have to be .100" out to get close to 302 CI without putting a 302 crank in there. Likely he just stuck a 302 crank and rods in there (with 289 pistons...the same)...that's OK
Knowing the stroke and piston top configuration is necessary to compute CR. My instinct is, as a 302 with early W heads, the CR will be in the low-mid 9's. The chambers on the W heads are a good 5 cc's larger on average. IIRC, I had to shave the iron heads about .030" and run .300" domes to get 12.97:1 CR on some of the early 302 efforts in the
race car with that particular combo.
If you plan on changing cams, to render a valid opinion, I'd need to know the rest of the engine/drivetrain combo and the vehicle's use. Take a look at this
page for a comprehensive list. I tend to be conservative so you tell me what you like and I'll tell you what I like...*G*
If you go larger on the camshaft, you'll have to re-check valve-piston clearance and check for coil bind and correct rocker geometry (better safe than sorry)...
Not knowing anything else, I'd go with a cam with around .500 lift, dual pattern, lobe center 112-116, with no more than 220 IN and 230 EX @ .050" lifter rise.
Lastly, and this comes from 100's of hours of experience (I'm not proud of being covered with cast iron dust, trust me), spend most of your porting time on the exhaust ports and valve bowls and transition radiuses. I never touched the intake ports on the W heads on my racing engines other than to port match to the manifold and do the bowl and short side radius work. The particular example I spoke of above (in the CR comments), with a Holman/Moody cam of similar specs to what I recommended, W heads, Edelbrock Torker, 3310-1 Holley and an 8" converter/5.14 gears ran in the 11.20's @ 119 mph in the race car. What made it work was a mild camshaft and high compression...getting the car to leave hard is what gets it down the track fast..
Have fun!
