found this interesting article THE HISTORY OF MOUNTAIN MOTOR PRO STOCK


The article says ...

“In those early days it was really hard to find the blocks, so you did whatever you could to make the engines bigger,” Leonard said. “The camshafts – you’d put more stroke into it and your rods would hit the camshafts. It was a headache.”

http://www.competitionplus.com/drag-...otor-pro-stock

Heavy also had CanAm Engines

I don't know what MPH a 430 inch Pro Stock ran back in the day, but HP is calculated by MPH over 1320 feet, and 139 MPH for example is 622 HP @ 3010 pounds. I would find it very hard to believe 1970 Pro stocks made over 700 HP on todays dynos, but the tunnel ram does help.


Although, 149.7 is over 770 observed crankshaft HP @ 3010, based on the information on page 4. Typically a A/S 375 HP 396 makes 620s for HP on my dyno, can run 9.80s @ 3450 @ 135 MPH. So a factory ZL1 making 601 seems very reasonable to me, although I'd like to see the 7300 RPM peak myself, seeing the 375 HP stocker peaks just under 7000 RPM but is run to 7800 RPM plus.

the NHRA Pro Stock records are

1970 144.48 mph

1971 146.10 mph

1972 149.50 mph

I put 700 hp and 3010 lbs in the calculator and came back with ...
Your ET / MPH computed from your vehicle weight of 3010 pounds and HP of 700 is 9.47 seconds and MPH of 142.68 MPH.

TQ.......does not win drag races, hi RPM HP wins drag races................Example

https://youtu.be/YvEwFnPx8rs

The question is are you using the right calculator? You can't go wrong with the Moroso power speed calculator, lines right up with my dyno/track testing.
Take a look at this MPH calculator its close. http://www.wallaceracing.com/et-hp-mph.php


I get 707 HP for 145 MPH @ 3010, big power back in 1970!

Joe and Mark, one main issue is that the MMPS and "Match races" were not at 3000+ lbs? They took the weights out, used bigger engines and ran them! This why the 1970 times were 9.90 or there abouts and the Match racers were around 9.40's.

Don't forget that most of the cars in 72 were small blocks and lighter, not the 3000+ lbs like the 70/71 years.

So to use the 144+ MPH is NOT the 427430 inch motors? These were the match race 490/500+ inchers that ran light.

Just putting the MPH/Weight ratio into prospective.

DragList shows numbers for "Pro Stock Classic" with a 430 cu in limit and "Pro Stock Mountain" with a 500 cu in limit

I was using the record numbers for PS Classic


example for 1971 they show ...

PS Classic 1971 Records: 1/4 Mile: 9.485 ET, 146.10 MPH

PS Mountain 1971 Records: 1/4 Mile: 9.265 ET, 149.76 MPH

its difficult to keep track of all the rules as they changed them a few times

here is a one quote ...

"In 1982, the NHRA did away with the weight break system and implemented a 2,350 pound minimum weight, 500 cubic inch maximum rule across the board, due to the popularity of the Mountain Motor IHRA Pro Stock cars, which have unlimited displacement."


I remember reading that the engine displacement was well over 500 cu in with the tall deck blocks. At one time they called them "car blocks" and "truck blocks" and the tall deck blocks had to carry a 100 pound weight penalty

in 1972 some people were still running 1969 Camaros as you can run a car up to 3 years old

Is that Kip Martin in the mustang? If so he was one of the very best with Ford engines. Years ago he could wring out the horsepower on a 352FE like no other.

I know a guy who has one of these Can Am engines. The block is damaged, but it might be worth looking into. I didn't know that they has a special crank in them. I need to look him up and see if I can buy it.

here is something I found online ...... quote

Doug Meyer Shadow team engine builder
I was an engine builder for the UOP Shadow Team from 72 through 75 and built these engines almost exclusively. Engines I assembled were driven by Jackie Oliver, George Follmer, Vic Elford, James Hunt and Peter Revson. I was trained on them by Lee Muir who came to Shadow directly from McLaren. I've got loads of photos and, if I dig deep enough I can probably dig up my track/tuning notes.

In the early Can Am years only three teams had the Reynolds Aluminum blocks. McLAren, Shadow, and Chapparral. Later they became more common, but most of the teams didn't use the all-aluminum 390 blocks, but iron sleeved castings. All were Lucas injected.
McLAren did their own porting, as did we. The usual well known California head guys did most of the rest.

We rarely built 510's, almost always 495's. Race trim hp was about 735 with flat tappets. We bult some roller tappet that did about 775 hp. In '73 we built a 1200 hp turbo 495 (I could change those head gaskets in my sleep!) to compete with the 917K. We were faster at Laguna Seca but ran out of brakes. Vic Elford was driving- Donohue came over to Lee and I after the race and told us he'd NEVER seen anything accelerate up the hill like that beast. THe tires on that car were 24 inches wide and it would leave giant blackies all the way up the hill. I've built lots of engines but those are still my favorite. Nothing in motorsports sounds like 20 of those things at the green. I'll never forget it.


We got our parts directly from GM racing. The sleeveless blocks were all Reynolds since Reynolds was the developer of the high Silicon 390 alloy/iron plated piston technology. Could be that the sleeved blocks they got were Alcoa castings.


GM #'s
3992038..Block, 4.44 bore AL W/Liners

3993803..C/Shaft, 3.47 stroke

3963642..Rod, connecting 6.405 C/C

3992042..Sleeve, cyl liner (for 430 AL)

Joe, thanks for bring this info out. I see around the internet you have been doing that for a while now.

Do you know if any of the alum YENKO crested blocks we siamesed and 4.440 bore? I think they were all standard style wet blocks.

I don't know if the YENKO crested blocks were the CanAm blocks

I have seen a few different Yenko blocks , some have the Yenko crest cast in, some have the letters "YENKO" cast in , some were hand stamped

Mike Fons had 430 Can Am Engine
Cars Magazine March 1970

Draglist Mike Fons
Notes: Won the Popular Hot Rodding meet at Martin, Mich., with a 10.16 to 10.08 holeshot over Dick Oldfield. Ran 10.11 at Edgewater. | Fons had one of the strongest Chevy P/S cars in '70. Few Chevys could keep up with the domination of the Mopar Hemis in the first year of the class. Mike had one of them. At Beeline for the AHRA Winternationals, Mike beat the Camaros of Ray Sullins and Wally Booth in the first two rounds before meeting up with the Mopar of Dick Humbert. A 10.40 dispatched him and moved him into the final against Ronnie Sox. There was really no contest as Sox was about four tenths faster and in the final Fons' 10.54 finished far behind Ronnie's 10.08. Things got a little closer at Pomona for the NHRA Winternationals. There a 10.21 qualified #6 and he was now only two tenths behind Sox who qualified first with a 10.00. He lasted until round two before losing to the eventual winner Bill Jenkins in another Camaro. A week after the Winternationals, OCIR held its Pro Stock Championships. Unfortunately, Fons lost to Sox in the first round. His times continued to drop but so did everyone else’s. At the NHRA Gatornationals, his 10.14 qualified #11 and he improved to 10.09 in the first round but it wasn't enough to beat Don Carlton's 10.08. He was at Rockingham for the AHRA Pro-Am Championships where he beat Eddie Schartman in the first round before losing to Dave Strickler's 10.05 in round two with a 10.31. | Best known NHRA speed 135.33.

Joe, the Yenko blocks to me would either be the crest of the raised letter YENKO. A stamped block I wouldn't trust.

Carleen, Those are about the ET I thought they were running on'70.

Here is some more info and cast #'s too

https://www.thesupercarregistry.com/...d.php?t=109810