4-30-20 day for the 430 CanAm aluminum big block Chevy
 

4-30-20 day 430 CanAm aluminum big block Chevy

Even to this day, the 430 BB Chevy is not very well known. I see different info on these engines but from what I can tell, Chevy made the CanAm 430 from about 1968 to 1972.

The aluminum CanAm cast iron sleeve block used a large 4.440 in. bore siamese cyls design.
In 1968 it used a short stroke 3.47 in. crank to get 430 cu. in. and about 700hp on gas.

There was some info printed that the 430 Chevy was considered as a production engine for 1970 but was cancelled along with other 1970 engine options.

In 1969, it was available as a 430 cu in and also with 427 or 454 cranks to get a 465 or 495 cu in and over 750hp.

Chevy also built a Can Am block without the cast iron sleeves and they can go over 500 cu in.

Chevy engineering used the Can Am engine for research using the same siamese cyls design on the 400 cu in small block production engine.

The Alu engine block with no cast iron sleeves design was used in the Vega engine. They used a special cast iron coated piston to control wear.

The CanAm BB Chevy engine dominated CamAm racing late 60's to early 70's beating Ferrari, Porsche, and Ford, all who had more expensive exotic engines.

The 430 CamAm engine would rev like a 302 and was about the same weight installed.

Bill Grumpy Jenkins ran a CamAm engine in his 68 Camaro match racer and used that same 68 Camaro CanAm set-up to win the first ever Pro Stock race in 1970. Bill also ran the 430 in his 69 and 70 Camaro along with other engines.

A few other drag racers used the 430 Chevy.

here is a picture of Joe Frankel who ran one in a 69 Camaro back in the day and had "430 CanAm" painted on the door

Since it is a Big Block perhaps a better RPM/REV comparison would be to the L-88 right?

Joe, these deals got me thinking for many reasons:

1. Have a "052" ZL1 block, 074 and '198 intaked engine. I know that the "production" '69 ZL1's @ 427 inches with the way they left GM was around the 575Hp range. NOw my motor does surpass the 700Hp mark, but with the GM parts, it wasn't an easy job and did take some time to get there. I figure these 430 I know are smaller then mine, less compression and pretty sure heads DO NOT flow anywhere near as well as mine? They do have the injection and meth fuel I figure, just not sure that these 430 would go 700Hp?

2. I'm currently doing a aluminum 4.600 bore 3.75 stroke (GM L88 crank) motor for the street. I'm figuring that these old Can-Am motors were in the 12.5 to 1 range? So I'm thinking the compression being a point higher then mine is a 30Hp advantage for the CA motors over my 498. That should be taken care of by me running FULL rollerized valvetrain, better piston AND ring designs plus smaller better rings? I will guarantee that my 2019 designed heads, with raised ex ports, better chambers and intake runners, along with the Edelbrock RPM Air Gap intake, ported, will blow away the top end those CM motors had. And very doubtful that there running 730+ lift camshafts either?

With what we as a hobby know today. Formulas for weight/ET/MPH even Grumpys Pro Stock didn't make near 750Hp with the tunnelrams? I "almost" bought a Reynolds CA block block off a member here, IIRC it was 427King, and he talked me out of it due to the no steel bores.

One strange thing this has brought up. These old alum CA motors were ran hard in that era. Both blocks and heads were pushed. I find it perplexing that for there high-rev prolonged usage, there wasn't more carnage like the street guys seen? I'm sure there was some, but like you said, these motors were cleaning up in that series, so they must have lasted a full race, reving high and being pushed. Yet the street guys are pulling rocker studs with a couple 12 sec pulls???

Great information Joe. Thanks!!:biggthumpup:

From reading about the 430 Chevy , there were a few comments that it " would rev like a small block" or "rev like a 302".

I think they were taking about the short stroke or de-stroked dimensions , large bore to short stroke dimensions.

To get the SCCA legal 302 cubic inches, Chevrolet used 327 block and 283 crank so a 4.00" bore and a 3.00" stroke which was considered a short stoke for the 4 in bore size

similar to the 430 Chevy, that had a large 4.440 in. bore and 3.47 in. stroke vs the 427 L88 Bore and Stroke 4.251 in. x 3.760 in

I'm not an expert on the 1970 NHRA rules but read that 1970 Pro Stock was run on 7 HP per pound so the 430 Chevy could run in a 3010 lb Camaro.

by 1971 they were going into the mid 9s in NHRA Pro Stock so were making pretty good power on gas with tunnel ram 2x4bbs

the online ET-MPH-HP calculator says " Your HP is 693.88 computed from your vehicle weight of 3010 pounds and ET of 9.50 seconds"

The 430 CamAm engines were making good power also here is a youtube vid
Dyno Testing - 1973 McLaren Can-Am Big Block Chevy
where it pulls 750hp

They don't say if its a 430, 465, or 495 cu in engine

https://www.youtube.com/watch?time_c...ature=emb_logo

430 day...
 

I doubt any production ZL1 engine got near 575 hp. We worked with Bill Porterfield back in the '90s on a ZL1 dyno comparison. With a good tune up, open headers, no AIR pump, air cleaner or alternator it did 523 hp.

http://www.camaros.org/copo.shtml

Camaro High Performance has rebuilt several. With racing oil and modern rings, they see 550+hp.

I remember Bill Jenkins saying he switched to the CanAm Block because it was better than the ZL-1 Block. ZL-1 had bad core shift and blowby ring seal was bad. Jenkins just didnt like that Block period.

Very cool!!

430

Farmer

1968 EXP 0-326711 430 Can Am

Anyone remember the 69 nova with the can-am engine in it at mecum harrisburg a few years ago. Supposedly had yenko documentation or connection with yenko.

MCACN 2017 (Yenko sold and installed the engine according to the invoice)

Sorry... Yenko sold engine, Jenkins competition installed.

430 Lincoln engine, was also optional in a 1959 T-bird..... 3gears.gif

And with tri-power in a 58 Mercury.

jalopyjournal.com/mel-430-super-marauder

.

the 430 Chevy engine delivered a great victory for the 1st gen Camaros

Bill Jenkins running his two year old 68 Camaro in the first ever Pro Stock final round in 1970

He made three 9 second passes and beat the 70 Sox and Martin Hemi Cuda in the final

I wonder how that Nova ran back then??? Grumpy prepped ZL1 in that car would have been one hell of a sleeper.

Great seeing Bill Jenkins putting that Hemi on the trailer. Love It.

Is paperwork real to the car? What would this car be worth today? Thanks

Probably worth between a COPO Camaro and a Yenko Camaro pricing would be my guess? Camaro are usually bring more $$$ than Nova's, and this being a Yenko SOLD Jenkins built and installed motor would be worth some. But I would think a legit Yenko Camaro would still be worth more.....

Has that Nova been discussed here before ?

yes,

I think the transplant was done in the 1980s

https://www.yenko.net/forum/showthre...t=jenkins+nova

1968 McLaren M8A Can-Am car I believe its the 430 Chevy in it

sounds good , revs nice


https://www.youtube.com/watch?v=qXT92pkndeA

The bills on the Nova are dated 82... so yes, if real, cool provenance but... I don't see it adding anything like supercar status. I don't recall the asking price at MCACN.


I was trying to post the pics of the Jenkins invoice also but something is not cooperating on this end.
Gary

There was a Magazine from 69 where Joel Rosen said "The only way to fly is the 430 Can Am"
I cant find that Magazine.
Many of the top teams used Can Am Engines in M / P and Pro Stock

Attend a Can Am reunion at Road America and watch these cars hit 180 on the straight parts of the track. It's really fun and they have 20 or so running.

On this Nova, I would bring like this:
K}
AVERAGE price for '69 L78 Triple black $X amount (say $78,000 {L78 and $})
Premium for originally sold at Yenko + X amount ( $5,500)
M22 + X amount ( $2,500)
Yenko '82 ZL1 conversion + X amount ( $20,000)
Grumpy worked over ZL! + X amount ( $8,000)

So right around the $115K mark + or - I would figure???? I could be high or low and people might not agree, fine I'm ok with that.

Now back to these 430 ZL1's. Like I said, I don't see a 430 cresting 700Hp back in the early 70's?

Grumpy's '68 BEST pass for the 1970 season according to Draglist times was 9.845 and @ 3010 IF he was only 430 inches would have been 623Hp. YET most go by MPH when looking at Hp at the track. The BEST that car went in 1970 was 138.03 and @ 3010 would have been 609.9Hp.

Now the thing is, It doesn't look from all accounts the Grumpy ran the CA 430 ZL1? I not only have the magazine from July of 1970 where Grumpy built the 70 with a GM 430 inch RAT motor. So the size isn't in dispute, BUT it does say he used the GM 427 crank.

Therefore he would have the normal "052" 4.250 block ZL1 as the engine wouldn't have been 430 with the 3.75 stroke crank and 4.440 bore, more like 465 inch. There is also mentioned out there that for match racing, Grumpy would use a mountain motor and take ALL the weight out of the car. The stories I've heard was a 4.44 block and 4" 454 crank for the old 495 inch but the weight was out, so who know what that motor would have made. I seem to doubt that even Grumpy's 495 IN 1970 made 700Hp? His best match race time was 9.40's but was there 100lbs out or 200 lbs out. It wasn't 3010 legal weight to make the 700Hp.

from what I read Bill Jenkins ran a few different engines in 1970 and 1971
the articles are not always accurate so its hard to say what the engine and HP was but I have read that the 1970 and 1971 Pro Stock cars (Ford Chevy Chrysler) were over 700hp

In Super Stock and MP Bill ran the ZL1 and L88 and L72

In Pro Stock he ran the CanAm 430 engine
in match racing he ran the CanAm 494

here is a screen shot from Drag List 1971 PS Mountain (match race) Can Am 494
where Bill ran 9.265 at 141 mph

says the 1971 record was 9.265 at 149.76 mph


John Greenwood ran the ZL1 in his Corvettes for SCCA and FIA road racing
here is a quote about the #49 Corvette where they claim the Traco ZL1 was 750HP


"When it was originally converted, the #49 BFG Corvette received all the popular Greenwood innovations: adjustable suspension, above, notched rear arms, rapid replacement radiator, and quick camber adjustments. A blueprinted Chevrolet ZL1 all-aluminum 427-cubic-inch engine, producing over 750 horsepower at 6,500 rpm, was chosen to replace the factory L88. During the restoration process, the #49 car was fitted with a potent Traco 427 ZL1

Driven by John Greenwood, above, right, 1973, Bridgehampton, Dick Smothers, Bob Johnson and Don Yenko, the #49 Corvette ran in 12 & 24-hour enduro races at Daytona, Le Mans and Sebring. At Le Mans, the Traco-engined “show” Stingray was clocked at 215 mph!"

4-30-20 day for the 430 CanAm aluminum big block Chevy
 

That picture shown is of the replacement 430 cu. in. 360hp Buick engine built for 1967-1969 Buicks before going to 455 Cu. in. Buick engine of the same design. It was a totally different design departure from the earlier Nail Head Buick engines.The Last year for a Nail Head Buick was 1966 at 401 cu. in. However, your statement that Buick engines had torque in spades is quite true.

4-30-20 day for the 430 CanAm aluminum big block Chevy
 

I just had my '69 ZL-1 engine built by Brian Tilburg at Tilburg Racing in Trout Run, PA. All original 052 engine block that was bored .030 by previous owner. All NOS GM internals used, even .030 over GM pistons. Dynoed in Apr. 2019 (2nd pull) at 601 hp @ 6700 rpm limit that I had specified because of the age and rarity of the block. Brian said that the camshaft was still pulling hard, and had not reached its peak on the curve. He said it would have maybe 15-20hp more by 7300, as he had done several ZL-1's for NHRA Stock Eliminator AA/SA cars before. Race break-in oil and modern rings used. I have both dyno sheets. Same conditions as one stated above; good tune up, open headers, no air pump, no air cleaner or alternator!

Ya you would have probably made more power 5-700RPM more. Those cam were rumored to pull well into the 7500/7800 RPM range, just not sure they were making more power or just hanging on better without the drop?

I looked at my ZL1 dyno sheet, @ 6700 I was at 785.1 Hp but it should have been higher. And you "probably" left 50 or so Hp on the table with you deal using the GM piston design and not pulling to 73/7500 range. Modern piston with 1/16 rings or better rings and not the 5/16 would have picked it up nicely too.

THEN one can look at the heads/valves and see what "could" be found there? I don't know what you did with your stuff, like better modern valve, back cut and valve job, but there is POWER there too.

I have found that the dyno has a lot to do with peak numbers. I took my 427 to Dale Mears Racing and used his dyno. It would have shown another 75 HP if I had taken it to Tommy's Auto Machine and another 100 HP if I had taken it to the dyno in Evansville. Apparently there is another dyno close that would have shown about 150 more.

4-30-20 day for the 430 CanAm aluminum big block Chevy
 

EZ Nova: That's some nice power for the ZL-1 Combo. Mine was totally stock, no headwork, ALL NOS GM factory stock internals with stock stroke and a .030 overbore. I was very happy with the results as it will be a trailer queen. If I were building one for power, I'd use a new ZL-1 block with some aftermarket heads with
headwork, pocket porting, etc., a bigger cam and a holley dominator! Don.

4-30-20 day for the 430 CanAm aluminum big block Chevy
 

The 430 cu.in. CanAM engine had a lot more going for it than the ZL-1 combo. The CanAm block with the siamesed cylinder walls made for a more rigid block by tying together all the bores, less block shift at high rpm. Also the 4.440 cylinder bores had the effect of unshrouding the valves just by virtue of the larger diameter bores. The short throw crankshaft of 3.47 stroke (think 350 sbc size crank) allowed a better rod length/stroke ratio of 1.768 versus a rod length/stroke ratio of 1.631 for the 3.76 stroke crank, which places the piston at the top dead center for a longer period of time than a longer stroke AND results in less side loading of the cylinder walls by the pistons to ensure cylinder block stability. Also by the shorter stroke, one can rev the motor higher as it would be in a Pro Stock car. NHRA had a 7 lb per cubic inch rule not hp rule. So theoretically, the car would weigh very little between the 427 smaller bore/long stroke and the 430 larger bore/shorter stroke combo ( 21 lbs). This reasoning was the main push behind the 430 CanAM engine combo in Pro Stock. Jenkins used the same reasoning with the '72 Vega. It was true that the 350 sbc made just a little more horsepower than the 331 sbc, but the additional weight (@ 140 lbs) it had to carry would make the combo less viable, competition-wise. I think the heads for the 430 CanAm motor used 2.30 intake valves also.

Undertaker, funny you were mentioning ProStock! My crew chief has been involved in PS since the late 80's and there team since 1991. I also own a 498, 4.84 Borespace Pontiac 427 headed EX ProStock motor. I have personally had my hands on 3 old chevy PS engine from that era, 1 AMC and a couple of the Ford Clevends from 75 or before. Umm never a Hemi???

Anyway the shop I'm associated with built my PS 498 with 1 or 2 other back in the 90's. So we put a lot of that tech into this ZL1. You wouldn't know it with the valvecovers on and intake on.

I have seen 2.25 valve in those old motors but never really paid much attention to see IF the 2.300 would fit??? My "074" were originally done by AFR as a PS head I located off the old serial #. These were 2.25 valved. Now we did some more work to them to get them to work as good as they do. I can post some pictures if you would like to see these.