Steves Camaro Parts - 1969 Chevy Yenko Camaro - Copo-Green

Great Story on a 1969 Yenko Camaro

 

Undoubtedly, the '69 Camaro has become one of the most popular, coveted, singled-out, hands-down favorite hot rods of all time, right up there with the Deuce coupe and Tri-Five Chevy, and as such it represents the core of many aftermarket businesses. Nobody knows this stuff better than Darryl and Peggy Nance, owners of D&P Classic Chevy in Huntington Beach, California.

Darryl is old enough to remember the original F-body and all the smoke and glory that went with it. He loved the Yenko COPO 9561 (L72 427 rated at 425 hp). Forty years hence, he's created a Yenko tribute car without using a single original part. The aftermarket had everything he needed to make this project come alive, hence everything is as new as it would have been from the assembly line, including the body itself. But it just didn't fall together.

"Our goal was to build a car that could be used daily. The theme was if Don Yenko was building a car today, what parts would he use? That meant a contemporary engine, an LS iteration not a carbureted big-block that was never certified in anything. On top of that, we wanted a mid 11-second potential and road-course handling married to at least 20 miles per gallon. We wanted to use the best stuff in every area of the car.

"We got a Dynacorn body from major project partner Classic Industries for this build after the donor we had originally showed way too much monkey business once we'd stripped it down. The Dynacorn is in the neighborhood as far as fit and finish is concerned but we needed to tidy it up before going further. Our other primary partner in this venture is Original Equipment Reproduction (OER) in Westminster. They supplied all the trim and functional equipment we needed to complete the car."

Darryl had contemplated an LS9 blower engine but decided that Yenko would have thought it cost-prohibitive. In place of the old iron 427 that the Yenko would have had, he used a 427ci LS7 crate engine for the go-button. That it's normally aspirated fit the image better, too. Since "green" is the watchword these days, the new GM Performance Parts E-ROD engine program was initiated at the '09 SEMA show. The first incarnation is a 430hp/376ci LS3 crate accompanied by all emissions controls and calibration ECU for retrofit. It has been certified by the toughies at the California Air Resources Board (CARB) for use in any car, regardless of year. Until now, the recipient had to be at least 30 years old to avoid the mandatory 2-year emissions certification. Without question, GMPP will provide similar equipment for other LS engines as well, including the LS7.

What else would Yenko have included? Since Don was a road-racer, he'd have insisted on a completely modern suspension system, perhaps one centered on the produce of Detroit Speed, Inc. Bigger brakes would be a natural, as big as could fit behind those 18-inch hoops and outsized, high-traction rubber. Though you could order a COPO Camaro with a Turbo 400 automatic, Yenko would have demanded a manual transmission for its overall flexibility and gear ratios to make the most of that 4.10:1 ring-and-pinion.

"The other twist on this is that GM used our tribute Camaro as their poster car at SEMA," said Darryl. "It was the only muscle car that they invited and became the roll-out car for the GMPP E-ROD program. If you use all the parts and components in the kit you can get a smog certification. It's good for me and for the guy who's got an '85 Monte Carlo who was basically screwed before. If you follow these criteria you're guaranteed to have a smog-legal car that far exceeds the emissions and the power of what the car came with originally. Even though our car has an LS7, it meets the criteria and GMPP will roll that complete package out very shortly."

Motor & Drivetrain
Darryl streamlined the exhaust flow with Lemons 2-inch primary pipe headers and 3.5-inch collectors that neck down to a 3-inch stainless exhaust tubing interrupted by Flowmaster Super 44 muffs. Otherwise, the engine is untouched. He included a GMPP accessory drive system, computer harness, et al that depends wholly on a Kinetik high-performance battery. Would Yenko have included the dry sump oiling system? You bet, red rider. Darryl made it all work with Peterson Fluid Systems equipment and the LS7 oil tank and ancillaries. Engine coolant is cycled and managed by a Be Cool radiator and twin push fans. Though the 427 is factory rated at 505 hp at 6,300 rpm and 470 lb-ft of torque at 4,800 rpm, Darryl figures the underrated engine makes more like 540 hp in a 3,300-pound envelope. However, for the roll-out, the engine was saddled with less-than-optimal LS3 exhaust manifolds with pre-cats and cats and four oxygen sensors. The immediate future will include slicker LS7 manifolds for the full-on green conversion and Darryl is working on that with GMPP right now. Despite serious wheelspin, drag testing revealed 12.50-second elapsed times at 118 mph, more or less confirming his power guesstimate. A sticky tire would shove this job straight into the mid 11s with nary a drop of sweat or blood. Lucky guy got the first Tremec T56 Magnum transmission ever built, worthy of at least 700 lb-ft. He put an LS7 flywheel and clutch assembly behind it, collaborated with Shafi Keisler on his conversion package for the bellhousing and hydraulic linkage, whipped up a driveshaft, and hooked it to the Moser 12-bolt (33-spline axles).

Body
The theme is green. Undoubtedly, there's some recycled steel in the brand-new repro Dynacorn body provided by Classic Industries. The paint is therefore water-based, in this case, PPG Silver Ice Metallic stolen from the '10 Camaro palette. OER provided every bit of the exterior trim, including the Yenko badges, ZL2 replica hood, and the Z/28 spoiler. As you can see, D&P spent many hours perfecting the surface of the metal.

Interior
Since this exercise was more about fitting modern power to an older vehicle, the Yenko tribute's interior looks pretty much like it would have in 1969. OER supplied Darryl with a COPO 140-mph speedo, a Z/28 tachometer, and no less than 224 additional trim and working parts. Since the stock seats are flatter than boards and would slide you right out the door if they could, Darryl specified Pro Car seats. Stitchcraft Custom Interiors in Westminster did up the buckets and the bench seat to match. As a real road car, HVAC was mandatory, in this case a Vintage Air system. Tunes? He's got 'em. A full-on, though discreetly placed, system winds from a Clarion stereo head through Kicker speakers. He put a Line-Loc on the Hurst shifter poking from the repro console/gauge pack just as it would have been in the old days.

Super Structure
Here, DSE rules. The key to this car's handling and suspension changes is the subframe which is designed around C6 Corvette spindles. The front package includes the rails; rack steering; modified steering knuckles; Delrin bushings; tubular upper and lower control arms; coilover shock absorbers; a hollow, 3-piece, 11/4-inch splined anti-sway bar; and solid aluminum body bushings. Marching to the rear, we find DSE mini-tubs bookending DSE's QUADRA Link suspension, Koni aluminum-body adjustable coilover shocks, upper shock mount crossmember, Panhard bar, and high-durometer bushings rather than Heim joints. Darryl tied front to rear via subframe connectors.

Wheels & Brakes
Darryl designed the D&P wheels specific (as yet to be named) and paired them with BFG KDW 2 rubber. The 18x8s carry 275/35s while the big, back 12-inchers sling 335/35s, thus ensuring a maximum contact patch. The dark centers aptly promote the Baer Pro-Plus braking system with 6P calipers and 14-inch plates at all corners. ABS Power Brakes in Orange, California, supplied the master cylinder and matched it with a special accumulator.

D&P Classics' Yenko 427 Tribute Signifies The First Of The "Green Motor" Conversions

From the March, 2010 issue of Chevy High Performance

By Ro McGonegal

Photography by Henry De Los Santos

 

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Steves Camaro Parts - 1969 Chevy Camaro COPO Yenko - Solid Gold

Rock crooner Bryan Adams sings about the summer of '69. But what was really going on back then? Vietnam, Woodstock, Chappaquiddick, Apollo 11, and AM radios playing acid rock. If that sounds like turmoil, musclecar fans were at peace because Detroit was busy turning out all sorts of diversions from the pop culture noise. NASCAR-derived specials from Dodge and Ford had you covered. How about upscale? There were Buicks and Oldsmobiles with plush trim galore. On a budget? Plymouth's Road Runner and Pontiac's new Judge were there for you. Then there was something really special that not everybody and their brother knew about. If you could hook up with a knowledgeable Chevrolet dealer for a Camaro or Chevelle built under the special COPO codes, you were hot!
The COPO, or Central Office Production Order, was a group of "insider trading" numbers that allowed dealerships in the know to order special combinations from Chevrolet. Factory-employed product specialists, like the late Vince Piggins, were smart enough to figure that some non-authorized packages could get put together without drawing the attention of the front office or the insurance gurus. One of the best insiders was former sports car racer Don Yenko, whose little dealership in Canonsburg, Pennsylvania, had been using COPO codes since the Stinger Corvair days of 1966 to get special stuff built on the assembly line.

After the Stinger program, Yenko had built short runs of 427-inch Camaros for retail sale in both 1967 and 1968. This required a crate-delivered L72 427 to be installed after the car was delivered. Due to the network of dealers that had been established during the Stinger program, Yenko had market access beyond his own environs, so selling the cars was no problem. With demand for muscle growing, Piggins authorized a special COPO code to do the 427-inch installs on the assembly line for 1969.
Yenko was not the only one to take advantage of COPO 9561 during 1969; at least 500 Camaros were built this way. However, the Yenko operation did handle approximately 200 of those cars plus an additional batch of 427-inch Chevelles built that model year, making it the largest COPO supplier by far in 1969. That fact brings us to the car seen here.

Like virtually all Yenko Camaros, this one received a stripe and decor package, but it was the first of only 10 painted in Olympic Gold, the very one that drag racer Ed Hedrick thrashed for an article in Super Stock & Drag Illustrated magazine back in the summer of 1969.

Because it was a prototype, the car features special emblems that did not end up on the regular examples. It is also the only one of the gold cars known to have white graphics, as opposed to the black versions, and the only gold one documented as having been optioned with Atlas wheels by the dealership prior to sale. This car was used as a dealership demo, and was in a solid, hot state of tune when it was pressed into duty as a magazine test car in the early summer.
"At the time, I was driving the Yenko Super Stock race car," recalls Hedrick. "We were in the NHRA points chase, we were at York, and an associate of the Don Yenko organization named Dick Williams, who lived near Pittsburgh, drove the car from the dealership to the track. He also helped arrange to do the test. I don't recall whose idea it was to start with."

Stahl made a batch of spring clamps that were put on the car that day to prevent wheelhop, and had also built some custom-length 6-inch collectors for the already-installed Doug Thorley headers to help with exhaust-cycle cylinder scavenging. Though the stock clutch was retained, a Lakewood blow-proof housing had been installed in the name of safety, and an 8,000-rpm Stewart-Warner tach was mounted inside.
"One of the magazine guys took the car out and made a couple of passes, mashing the throttle and sort of beating on it. I told Dick that the stock clutch on the car was never going to last with that going on, and he got the car back over to our pit area. Otherwise, there might not have been a road test."
The story was recalled in the July 1969 issue of SS&DI as Hedrick drove the car through six passes, cranking off a best of 11.94 with set of slicks, and the headers uncorked. It turned better times than the $7,000-plus ZL-1 version that the magazine had tested months earlier, and they rightfully sang its praises as a less-expensive alternative.

"Personally, I know we were all astonished at the level of performance we got out of that thing, which was basically a streetcar. By the third run, which was on stock tires and mufflers, it was down in the 12s, a 12.59 at 108 mph. The skinny tires were a real problem because you really had to baby the car to get off the line. You couldn't powershift it, either, since Dick had to drive back to Canonsburg, so I had to lift off the gas between shifts. I guess I was pretty good at it, because it went pretty darn quick!"

Eventually, the dealership sold this car in the Pittsburgh region, and though its new owner raced it hard, it was never tubbed nor had the frame subconnected. He had kept all the original pieces he had taken out when he converted it to a race car, and stored them away. In 1987, Cliff Ernst had a chance to become the second owner of the car, which he frankly states had been "raced hard and put away wet."
The first owner wanted to keep the L88 engine that was in the car, but his neighbor had the original L72 engine from this Camaro in his Chevelle. A deal was made and the gold Yenko, plus its original engine and components, were shipped to Tennessee. After treating the car to a body-off restoration the following year, it became a treasured part of his spectacular collection of muscle. Longtime enthusiasts may remember this from the Oct. 1993 issue of Super Chevy.
"I own, or have owned, 21 Yenkos over the years," says Cliff with a trademark grin. "Without question this gold one is my all-time favorite."
Fast forward into the new century. Chuck Huber and Paul Cupp at Musclecar CPRx Restorations in Monoca, Pennsylvania, had already done one of the cars in Cliff's collection, and he knew that the amount of detail and authenticity on modern restorations was greater than ever. So in late 2004, the gold Yenko was on its way back to Pennsylvania for a full makeover.

"When we got it, the car had a nice older restoration on it, but it was not quite up to today's standards," says Huber. "The car itself is numbers-matching, it still has the original interior in it, and the engine, rebuilt in the 1980s, and only has a few miles on it. We did rebuild the transmission, blueprinted the differential, and made sure all the details were correct. We put an N.O.S. gas tank in it, replaced the rear quarters since the lips had been rolled for race-tire clearance, and found all the right date-coded parts for the engine and accessories. We also located a set of N.O.S. Doug Thorley headers like they had used in the road test, a correct Lakewood bellhousing, and a reconditioned the Hurst shifter and linkage."
Like everything Musclecar CPRx does, details like paint and assembly marks were carefully added back to the car. The carb was sent out and recolored to look new, and every tab, paper strip, and notation that would have been on it when it rolled off the assembly line at Norwood during the second week of January 1969 is back on it. The crowning achievement on any Olympic Gold car is good paint, and CPRx had spray gun artist Ken Zekeli do that. Chuck admits that painting the car correctly was tough.
The Forge Invitational Musclecar Show was hosted in Nashville for 2005 (it will be in Chattanooga this year, go to www.detroithorsepower.com/theforge.htm for more info), and Huber and Cupp personally delivered the car to Cliff after 10 months of work. Indeed, the hour that our photos were shot was the first time that Ed Hedrick (who had come out to the Music City for the car's debut), or anyone but the CPRx crew and Cliff himself had seen it.

"I was really pleased with the way it was restored to current high standards," says Cliff. "All the correct date-coded parts are in place, the details are perfect on the components, and the overall parts fitment is very impressive. I am extremely happy with it."
"I had seen Cliff's car with its older restoration earlier," agrees Hedrick, "and I thought it was great then. So, when I saw it this time, I just couldn't believe it; this thing is like a crown jewel. Every seam, every piece of molding, every inch of it is literally perfect. The job that Chuck and Paul did was just unbelievable."
Now complete again, this newest gold standard will continue to shine in the midst of the Ernst collection, and maintain a special place in recalling just what was hot back in the summer of '69...

Tech Specs

Vehicle: 1969 COPO Yenko Camaro
Owner: Cliff Ernst, Nashville, TN
Color: Olympic Gold
Engine: COPO 9561 L72 427" with NOS Doug Thorley headers
Transmission: M21 with dealer-installed Lakewood bellhousing
Differential: 12-bolt Posi-Traction with 4:10 gearing
Interior: Black vinyl with SYC graphics
Wheels: 15x7 Atlas cast mags
Tires: F70x15 Goodyear Wide Tread GT
Dealer options: headers, bellhousing, graphics, tach, wheels, tires
Best ET: 11:94 (by Ed Hedrick, SS&DI 7/69)
Restored by: Musclecar CPRX, Monoca, PA

By Geoff Stunkard

photographs by Geoff Stunkard

source: www.superchevy.com

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Steves Camaro Parts - A True American Chevy Memorial Day Tribute

I COULDN'T EVEN GUESSTIMATE THE AMOUNT OF MAN HOURS THAT WENT INTO THIS PAINT JOB. 
For all of you veterans

Take a close look at the detail. SCROLL ON DOWN !

                 

   *~May God Bless the USA ~* 

 Each And All of Our USA  Service Persons

 Active Duty, Reserve, or Retired Military Members.

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Steves Camaro Parts - 1969 Camaro LM1

1969 Camaro LM1

The “SmallBlock” Sleeper

Now, you may be asking yourself, just what is a “LM1” Camaro? LM1 is an “RPO” or Regular Production Option for customizing your new Chevrolet when you ordered it. Just like the Z28, which you may know by name, is actually a high performance package known as RPO Z28. Certain options, when ordered, either precluded or included others. For instance, with RPO Z28, you could not get RPO C60, air conditioning. Similarly, choosing RPO Z28 required that you get a “hardened” drive-train which included a lighter, high performance Muncie transmission, and a 12 Bolt rear among other things. Same thing with the RPO Z27, or “Super Sport”. With RPO Z27, you had to get RPO J52, Front Disc, Rear Drum brakes.

Who knows for sure why, but it seems that General Motors had a way to get around some of these requirements (COPO cars*), or combinations of options which seemed to trigger a car as “High Performance” and require the hardened drive-train. Starting with the first camaro in 1967, Chevrolet made a sleeper car that triggered these “High Performance” standards, but without any external badging or marketing “hype”. The first, was the 1967 and 1968 Camaro L30/M20. Then, for only a limited time, around October to December of 1969, there was the LM1. Thus, what I call the “SmallBlock Sleepers” were born (my slang term and not any official GM or industry accepted term)

LM1 was an engine RPO, which “only” resulted in a net gain of 5 horsepower. BUT, this RPO triggered a whole host of High Performance features, and allowed you to choose others. More importantly, it allowed you to NOT choose some features which drag racers particularly disliked. Such as the heavier Disc Brakes and heavier “SS” hood (although the Disc Brakes could be ordered, I have seen very few LM1’s with disc, but several with Power Drum). First, the base transmission, just like the SS cars, was the lighter, higher performance aluminum case Muncie instead of the cast iron Saginaw in base Camaro’s. 12 Bolt rear ends, multileaf springs and other performance options made these cars “Smallblock Sleepers”. Most LM1’s look like regular base camaro’s on the outside, dog dish “poverty” caps, no special badging and no special hood. But equipped with the 12 Bolt rear, multileaf springs, and optional Muncie M21 transmission, made this car ready for any drag racer to drop his engine of choice into. Many of the LM1’s that I have seen also have the RPO N10, Dual Exhaust and U17 Gauge package. Together, you could order a LM1 Camaro for an additional 50.00, add Dual Exhaust for 29.00 and the gauge package for 90.00, and for $169.00 over base have a ready to drop in your engine drag car! This is as opposed to the “SS” RPO Z27, which cost $281.00 and in most cases had items that drag racers wanted to remove anyway. As a side note, the 1969 LM1’s also got the “chrome” air cleaner lid that the SS cars got. Who knows why?

In or around January 1, 1969, RPO LM1 was replaced with RPO L65, which did not rate sufficient horsepower to trigger any of the high performance features of the LM1. In many cases LM1’s were later badged to look like SS cars, and could pull it off as these cars for the most part were “Pre X Code” cars. Finally, many of these cars were “raced hard and put away wet”. Due to these factors, it is rare to come upon a LM1 that retains it’s original drive-train.

Years ago I bought my first LM1, and with the help and knowledge of the folks at the camaro research group (www.camaros.org) and other hobbyists identified it. At that time, very little was known about the RPO LM1. Since then, I have owned several and have actively searched them out. I like the unusual. I like the sleeper look. Z28’s and SS’s are everywhere. COPO’s are cool, but who can afford $200,000 cars? And if you can, who drives them on the street?

Why did Chevrolet produce several versions of sleeper camaros throughout the years?

The 1967-8 L30/M20, the 1969 LM1, and later the 1985/6 thru 2002 Camaro 1LE cars?

(If you don’t know about the 1LE cars, google the term RPO 1LE) Who knows why Chevy created these cool cars, but I for one am glad they did!

source: http://www.69lm1.com/faq.htm

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Steves Camaro Parts - Do It Right With Camaro Replacement Bolt Kits

Do It Right!



Do-it-yourself types tend not to want to spend money where they think they don't have to. So if a guy pulls apart his car, he might scoff at the thought of spending some of his hard earned budget on a replacement bolt kit, since he can always salvage the original stuff and fill in the blanks as needed, right? We say, if you take apart an old car that is anything less than mint to begin with, you ought to pony up for the repro bolt kit like the ones offered by Steves. These kits provide fasteners that not only function like the stock stuff, but also look just like original;BIG BONUS points with your buddies, it is restoration-quality stuff, after all. Everything in the kit is individually packaged and labeled with pages listed right from the build manual and when you're in the midst of trying to bolt the car back together, it's super sweet to be able to reach over and pick up a little baggie with exactly what you need. Get it done Right!!
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Steves Camaro Parts San Bruno - Great Pictures from the Camaro Assembly Plant 1967

Camaro Assembly (1967)

Engines arrive at the plant ready to go right off the rail cars in the back ground

Engine shop adding carbs, alternators, brackets, wires, hoses and all the little details

Here comes the bottom sub assemblies!! brand spanking new!!!

Adding the front clip to the car as it flies by on the line

up into the air the car goes and front and rear sub assemblies are bolted in

back down it comes to button up the engine connections

up again to inspect the bottom of the chassis

Fire it up and drive off!!

"This information has been extracted, verbatim, from the web site of the Camaro Research Group (CRG), and is ©1998-2013, Camaro Research Group. The latest CRG version at www.camaros.org may contain updated information or corrections not shown in this copy."

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Steves Camaro Parts - Camaro Terms and Phrases

"3/4 cam"; (pronounced "three quarter", not "three fourths". A "three fourths" cam would only work 12 of the 16 valves. This is one of those (bogus and vague) terms used in the old days for a high lift, long duration racing cam.

Basic V8 Camshaft

383"; a 350 block with a 400 crank

"700R4"; A good four speed automatic transmission for small blocks.

700R Transmission

"4L60"; As far as I know, it's just a new name for the 700R4.

"balanced"; One of those over used and under defined terms. It could include items like matching the weights of the rods and also the pistons. Normally, it's used when talking about balancing the rotating mass, it other words, the crankshaft. What you will never hear is the accuracy of the balancing.

"Big Block"; Those big chevy engines. The factory engines range in displacement from 396 to 502. They are all (for the most part) the same size outside. Yes, you could make a 502 look like a 396.

"Blueprinted"; I really hate this term! It has to do with making the dimensions of the parts in the engine more accurate (and closer to the blueprint values). What you will almost never hear from the average joe is what values were used!

"BTDC"; before top dead center

"Bump Stick"; A camshaft.

"CFM"; This is a carburetor term and stands for "cubic feet per minute". It's the volume of air (over time) that the carburetor can pass. Bigger isn't always better!

carburetor

"COPO"; Central Office Production Order. I wish that I could make up one!! It's an order to construct a non-standard car configuration.Another over used term

The only 1968 COPO car built

This is the lone '68 prototype built to test-fit all the '69 parts that followed

"coupe"; A hard topped car without frames around the door windows. A sedan has a frame that's mounted to the door. As an example, a 70 Chevelle is a "coupe", a 64 Chevelle is a sedan.

"front clip"; the front end sheet metal forward of the firewall. On a Camaro, this should include the fenders, hood, radiator core support, bumpers, etc.

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Steves Camaro Parts - Door-Lock Ferrules and Knobs First Generation Camaro

Door-Lock Ferrules and Knobs

This will seem like a trivial detail, but I have a pet peeve regarding junk door-lock buttons. As small as they are, they're also the most obvious door item, and for some reason, on older cars, they've often been replaced with either the wrong type or universal parts-store wood junk. When the wrong buttons are used, they can bind and rattle in addition to looking lousy. New ones are offered for lots of popular cars all the way back to the '50s, and they can make a big difference in interior feel and function. The lock buttons on this '67 Camaro actually serve to guide the mechanism; new buttons and new ferrules are the best few dollars you can spend

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Steves Camaro Parts - How do I remove a shipping bend from my brake Line?

How do I remove a shipping bend from my brake line?

Shipping bends are usually clearly labeled to avoid confusing it with other bends.

Start by "unrolling" much of the shipping bend along the ground.

Finish by hand straightening this section to its original configuration

It's that easy! In just a few minutes your new line is ready to install.

Tags: camaro part, camaro parts, Camaro restoration parts, 69 camaro, 1969 camaro, aftermarket camero parts, chevrolet camaro, ss, z28, rs, chevrolet, restoration, 68 camaro, chevy, 67, 69, f-body, camaro, chevy camaro, chevrolet camaro, gm, z-28, 350, ls1, z/28, pace car, camaro ss, 69 camaro, first generation, copo, fbody, yenko, 67 camaro, 68 camaro, musclecar 

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