Shortly after
Yenko approached the SCCA with the idea, but they said sorry, the Corvair is a sedan, not a sports car. Undaunted, Don suggested that by removing the back seat, and making improvements in the engine, brakes and suspension, he would "re-manufacture" the Corvairs into Sports Cars and call them "Yenko Bonanzas".
SCCA tentatively agreed to Don's request, but indicated in manufacturing this sports car, there needed to be 100 cars produced. One hundred was SCCA's minimum production requirement. And further, if Yenko was to compete in the 1966 season, these cars had to be completed before the 1966 race season started!
Since the Yenko Dealership sold about 190 cars a year, an order for 100 Corvairs was a six month supply! Don had to arrange special financing with Ed Cole at Chevrolet.
It was toward the end of November, 1965 when Don got the approval from SCCA. He had only one month to purchase and modify 100 cars. However, he was so determined to have a winning season, 100 Ermine White Chevy Corvair Corsa's ended up in his back lot in mid December ready to be converted.
It was interesting how the car was eventually named the Yenko Stinger. This name was originally to be used for the Chevelle SS, but Chevrolet rejected it. Joe Pike took this opportunity to grab it for Don.
Yenko ordered the Corsa's through the Central Office, with the following options:
1966
3900CC- Ermine White exterior paint
(The color was designated by SCCA to signify a US production car - white with blue stripes)
3F41AA Special Suspension Equipment
3G81AA Positraction rear Axle,
3M20BB Four-speed Transmission
3N44AA Special Steering Equipment
3758DA Black Vinyl Trim
9513A 3:89 Positraction Differential++
9861E Independent Brake Unit
** Only 50 cars were ordered with this COPO Option. The remaining 50 had 3.55's.
The COPO 3.89 positraction differential was not available for any other Corvair in 1966, but it could be purchased over the counter at Chevrolet.
66-69 Corvair (exc. P. G.)....3896660 1 (3.89 to 1 ratio) (Yenko) Source 9-71 Chevrolet Parts Book
These 100 Corvairs were one of the first Chevrolets to have a factory dual master brake cylinder.
STINGER TREATMENT
Yenko's plan for the 1966 Stinger was to add fiberglass landau panels and a deck lid with an integral spoiler. Then he would have all Corsa and Chevrolet emblems removed, filling the holes in with filler. These areas and parts were then painted Ermine white. To complete the exterior, a set of tri-stripes in blue would be added, along with 3 Stinger decals. There appears to be a variation in the color of blue paint used in production, from medium blue to a darker blue. Also the front panel stripe angle varied from car to car.
On the inside, the back seat would be removed, replaced with a plywood board and a rubber mat. The interior emblems remained. He would add gauges only if the customer desired them. Sometimes, the Stinger decal would replace the Corsa emblem on the glove compartment lid.
To dress up the engine compartment, headers were added, as well as a deeper aluminum oil pan. This was finished off with new individual chrome air cleaners.
A number of the 100 COPO's never went through the entire planned conversion process. Jack Brenner, the original owner of YS-065, ordered his Stinger as a Stage II, but chose to add only the rear deck lid to his car. YS-022 received no exterior treatment, but the owner put his money toward a Stage II engine. YS-028 was received without the Tri-Stripes or Landau Panels, but had the Stage II engine.
SCCA
A SCCA representative actually came out to Yenko's dealership to look at the cars. After he left, Don had to wait 9 days before getting confirmation that the cars were accepted.
Delmo Johnson, a dealer from
But the Yenko team was not overjoyed upon receiving the news. Evidently, SCCA decided that the Stingers should be placed in Class D, which was dominated four years in a row by a Triumph TR-4A. It would be nearly impossible to win in that class with a Stinger.
However, Don went to work on a Stage III 220 horsepower version, while at the same time, put out a substantial effort to sell the remaining Stingers. One thing Don had going for him was the fact that SCCA would only allow serial numbered Stingers to compete in their events. In other words, they had to buy Don's cars if they wanted to race.
Yenko was the driver for the first race of the season at Marlboro in January, 1966, and the Stinger came within one second of the current pacesetter, a TR4.
After this race, Jerry Thompson of
Jerry placed 5th in the 1966 Nationals. However, by 1967, Thompson had what it took to pull off the Class D National Championship, which was sealed at the Daytona ARRC.
Don Yenko started with a distributor network of 9 Chevrolet dealers throughout the country to sell the Stinger. In Competition Press & Autoweek (April 16, 1966) there appears a trailer full of Stingers heading to
One of Don's new Canadian dealers wanted to purchase a Stinger, but the tax to bring the car into the country was prohibitive. Yenko allowed City Chevrolet-Oldsmobile Ltd. of
This Yenko, YS-104 had a brilliant racing career.
1967
Don sold a few Stinger kits in 1966 to owners, before placing another order for COPO 1967 cars late in 1966. This new batch, built in February, 1967, had an added feature: they came in Marina Blue or Bolero Red! It appears that SCCA eliminated the mandatory white color for
Since the Corsa had been discontinued at the end of the 1966 model year, these new cars were ordered as Monzas.
There was also an additional problem. Chevrolet had discontinued the 140 HP option for 1967. Yenko was extremely upset, as he needed this optional engine to be competitive. Well, by the time these Stingers were built, they did have factory 140 engines built using COPO 9551.
3900FF Marina Blue (3900RR Bolero Red)
3F41AA Special Suspension Equipment
3M20BC Four-speed Transmission
3N44AA Special Steering Equipment
3758AA Black Vinyl Trim
9513A 3:89 Positraction Differential
9551B Engine (140 special performance engine)
9981A Wheel Cover Deletion
The new, simplified
Per Dave Newell, a Corvair historian, Chevrolet eventually sold 279 of these 140HP engines for the 1967 model year: 232 engines equipped for manual transmissions, and 47 equipped for Powerglide transmissions. It is believed that only fourteen 4-speed cars with this option were purchased by Yenko and turned into Stingers.
At least 3 additional Dana Corvairs were built under these COPO's.
One of Yenko's West Coast Distributors, Dana Chevrolet, placed an order for three Yenko Stinger-type Corvairs, with Don Yenko's permission, directly from the factory. They were also ordered with COPO 9570A - K19 AIR Injector. This resulted in an engine suffix of QF. There were only 6 engines built with this suffix under this COPO. The cars were built in
It was just before midnight on December 31, 1968. The Fred Gibb Dealership had been closed for hours when a transporter pulled into the lot. Earlier in the day, Gibb had been informed that the first 2 ZL-1 Camaros had left the
The two Dusk Blue Camaros, covered with snow, proceeded slowly past the display room window and into Gibb's view. Pete Estes had promised delivery of these two cars by year-end, after numerous delays put production months behind schedule.
On the last day of the year, the driver had been instructed that this delivery was to be a nonstop, priority run straight to the Gibb dealership in order to meet this deadline. History was made that cold night, as the first production ZL-1's were finally released into the hands of the public, an apex of Chevrolet high performance which is still unparalleled after thirty-six years.
After the first two were received, the remaining 48 Camaros filtered in from February to the end of March, 1969. Gibb received car numbers 1-52 excluding 3 & 51.
Gibb ended up selling 8 cars to racers, and transferred 5 more to other Chevrolet dealers for use in their racing programs. The last ZL-1 sold by Gibb was a Hugger Orange 4-speed in 1973, and was a repossession from a previous year sale.
For 13 years, Fred Gibb believed he was the sole dealer of ZL-1 Camaros. However, we are very fortunate that NHRA rules required evidence showing where each ZL-1 was sold, and also that Vince Piggins kept this list for many years.
The list showed 19 additional ZL-1 Camaros being produced, and unlike Gibb's cars, several cars had numerous options.
Shay's No. 5 ZL-1 prepared by Dick Harrell
Malcom Durham's ZL-1 No. 42
ZL-1 Engine
1968 Chevy II
The COPO process again took on a new meaning by being used to order race cars that otherwise would not have been produced.
Fred Gibb and Dick Harrell formed a partnership fall of 1967 to produce and distribute high performance cars through a limited number of Chevrolet dealerships. The arrangement was for Fred to order the cars, and Dick would convert them in his new shop in
A total of 50 RPO L78 Super Sport Novas were ordered under this COPO, which included a new experimental Turbo 400 transmission. This COPO marks the first time that Chevrolet had ever equipped an automatic transmission behind a solid lifter engine in production.
Harrell worked on at least 20 of the Novas at his shop doing tune-ups, engine swaps, etc. Extra options available included Sun tachs, A & A fiberglass hoods, Cragar wheels, and practically anything else the customer wanted and was willing to pay for.
The COPO Novas were either sold from the Gibb or Harrell locations, or transferred to a network of Chevrolet dealers with Harrell identification, primarily in
OPTIONS
· Four different exterior colors with quantities produced:
10 Tripoli Turquoise
10 Matador Red
20 Fathom Blue
10 Grecian Green
· Custom interiors and bucket seats (black or blue)
· Heavy duty 2.70 inch radiator
· Radio delete
· Special front and rear suspension, including a 4.10 posi axle
· Dual exhaust was included with the SS option
· Painted 14 X 6 steel wheels in car exterior color
Retail Price $2390.00 Delivery $52.25
9738 Sports Car Conv ($335.65)
375 HP Turbo Jet V8 ($500.30)
· Power Brakes (Drum) ($42.15)
Center Console ($50.60)
Strato Bucket Seats ($221.20)
Throughout the 1960's, Chevrolet Central Office approved orders providing for a special combination of options that were requested by customers. These orders could have been placed for a single vehicle or a fleet of vehicles to be built. A majority of COPOS included 6 cylinder engines equipped with a variety of transmissions for taxis and delivery vehicles. The only restrictions placed on the orders were that RPO (regular production option) parts be available, and Chevrolet Engineering Department review and sign off on the order.
Yenko incorporated this process with the 1966 Stinger Corvair. He ordered 3.89 axle ratios and dual master cylinders using COPO'S in his fleet order.
Again in 1967, Yenko used a COPO to order the 140 HP engine that had been discontinued at the end of the 1966 model year. He was able to continue his Stinger program because of this COPO.
427 Yenko Camaros
1967
Starting in late 1966, Yenko Supercars partnered with Dick Harrell performance to installed 427 engines or shortblocks in 1967 Camaros. At first, the process was to replace the small block with a 427-425HP engine, and add accessories. When 396 engines became available, the shortblocks were swapped out. It appears that Dick Harrell did about 1/2 of the conversions for Yenko.
1968
By the beginning of 1968, the Yenko-Harrell relationship ended. Yenko continued to build 427 Camaros. He ordered 64 or so Camaros using COPO 9737. A 140 MPH speedometer was included, plus a BU 3.73 posi or a QD 4.10 posi, dual exhaust, and other high performance suspension components. An L78 engine (396-375) MV suffix option with 4-speed was specified. A 3925519 higher CFM carburetor was specified for the 9737 option, instead of the production 3959164 DZ carburetor. However, I have not confirmed that this was done.
1969
Yenko planned a new "Super Car" distributorship for 1969 and knew that demand would outweigh his ability to perform the labor and time intensive engine swaps. The logical solution was to convince Chevrolet to build a quantity of 427 Camaros and Chevelles under a Central Office Production Order. Negotiations started early in 1968, however the COPO was not approved until September, 1968. An initial order of 50 L-72 Camaros was made on October 1, 1968, and the first batch of cars was received in mid-January. Each car carried the X-66 designation (the normal designation for a big block Camaro without Style Trim), and had a black painted rear panel and rear quarter louvers, the same as the SS-396.
The second order of approximately another 100 Camaros was then ordered November 11, 1968. This time, the black rear panel was eliminated (part of X66 Code) and Yenko initiated orders for cars with and without the Style Trim option. These 100 cars had X-11 or X-44 codes (the standard ordering code for base Camaros), and started to arrive at Yenko in February. There were several more orders placed for additional cars during the remaining part of the year. Please note that these "X11 and X44" codes do not mean that a Camaro is a COPO. Most 1969
The first order of 50 Chevelles were not received until the end of March and beginning of April, 1969. The remaining Yenko Chevelles were received around July and August.
As the cars were received, Yenko sent them to various shops to receive emblems, decals, and options ordered. Window stickers, and other factory documentation were removed from the cars and a Yenko window sticker was applied.
It is thought that Yenko wanted to keep the COPO order a secret from other dealers as well as the customers. The secret didn't last long, as the Berger ties to Chevrolet quickly resulted in an order for 50 Camaros and a small number of Chevelles. Other dealers soon followed suit, including several of the original Super Car distributors. Internal Chevrolet memos as of June, 1969 indicate that there were at least 500 L-72 Camaros scheduled to be built in 1969. The actual production number is still not known. Yenko and Berger Camaros also contained a separate COPO (9737) for 15 inch tires, a 140 M.P.H. speedometer, and a 13/16" front stabilizer shaft. Few other dealers ordered this other COPO.
Our records indicate that there were 201 Camaros and 99 Chevelles ordered by Yenko under these COPO's.
Chevrolet ordering guidelines specified that all COPO's built were to be made available to any Chevrolet dealer. This held true for COPO's 9560 ,9561, 9562, and 9737. There is one early built L-72 COPO Camaro that had an X22 code for Style Trim. The remaining L-72's had X-66, X-11 or X44 codes.
Word got out fast about the L-72's, especially with the high performance Chevrolet dealers. The same did not hold for COPO 9737, as apparently few dealers knew about it. Only Yenko Chevrolet, Berger Chevrolet, Emmert Chevrolet, and a few
As of July, 1969 only 700 COPO's (of all types) were in process for the model year, according to Chevrolet. We know more orders were placed after this memo came out, because production of the L-72 cars went on until mid-November, 1969. If we subtract out all L-72 Chevelle and ZL-1 production, there is a range of between 500 and 1000 (Tonawanda Engine production) L-72 Camaros built in 1969.
There were two mandatory options required by COPO 9561 for the Camaro, power front disc brakes and either a 4-speed manual or special turbo 400 automatic transmission. Other RPO options were part of the package and included the following:
1) RPO L-72 427/425 engine, which includes a four bolt main block, 11:1 forged aluminum pistons, mechanical camshaft (.520in, 316 degree duration intake, 302 degree exhaust) and forged steel crank. Big Valve Heads 2.19in intake and 1.72 exhaust), A Holley 780 vacuum secondary carburetor, an aluminum intake (163), chrome valve covers, and single point aluminum distributor (499) were also included.
2) RPO ZL-2 special ducted hood assembly which mates to the single 4 barrel carburetor.
3) RPO V48 Harrison Heavy Duty 4 core radiator including a curved neck outlet (most applications). Size of core is 3.25" X 29.5".
4) RPO F41 high performance suspension, including a 12 bolt differential and multi-leaf springs (Camaro), special HD shocks, and a special 4.10 positraction with heat treated ring and pinion.
CHEVELLE
The Chevelles received dual exhaust and a heavy duty 3-core radiator.
9562AA 4-Spd manual with Posi Traction rear axle assembly
9562BA M40 automatic Posi Traction rear axle assembly
9562CD 4-Spd Manual with Posi Traction rear axle assembly
Special contour bucket seats; COPO 14" Tires; Special order
springs
9562CE 4-Spd Manual with Posi Traction rear axle assembly
COPO 14" Tires; Special order springs
9562DD M40 Automatic with Posi Traction rear axle assembly
Special contour bucket seats; COPO 14" Tires; Special order springs
9562DE 4-Spd Manual with Posi Traction rear axle assembly; COPO 9737
RPO J50 Vacuum Power Brakes; COPO 14" Tires; Special order springs
9562EA 4-Spd Manual with Posi Traction rear axle assembly;
RPO J52 Brakes; L78 F70 x 14" Tires
9562FA M40 Automatic with Posi Traction rear axle assembly;
RPO J52 Brakes; L78 F70 x 14" Tires
9694CA Special front disc brake setup ordered with 4-spd manual and
posi-traction rear axle assembly, COPO 9737 15" Tires, and RPO J50
Vacuum Power Brakes
9694CB Special front disc brake setup ordered with M40- automatic
and posi-traction rear axle assembly, COPO 9737 15" Tires, and RPO J50
Vacuum Power Brakes
9566AA 4-Spd Manual with Posi Traction rear axle assembly;
RPO J52 Brakes; Super Sport Wheels
9566BA M40 Automatic with Posi Traction rear axle assembly;
RPO J52 Brakes; Super Sport Wheels
9737 15" F70 x 15 RWL Tires on Rally Wheels; Speedo Reducer Gear
COPO Chevelle Special Features
Super Sport blackout grille and front Bow Tie emblem; Black rear cove panel
Super Sport hood (Twin Bulges)
Special Posi Traction 12 bolt 4.10:1 axle "KQ" with HD carrier (Not F41 suspension)
Malibu Interior Trim ( SS emblem on some steering wheels Bow Tie on others)
MQ 427-425 HP engines were 4-Speeds and MP were Automatics
14" Super Sport wheels ( 9566) were coded "AO"; 15" Rally Wheels (9737) were coded "YH"
D96 Side stripes, NC8 Chambered Exhaust, Rear Antenna, Vinyl Roof, Tinted Glass, Special
Paint, and Power Steering were several options which could have been ordered with the
Chevelles.
1970 COPO
In 1970, Don Yenko continued support for his Super Car dealer network by providing a high performance vehicle intended to side-step the insurance industry high-performance categories. The insurance companies virtually ruined sales of 1969 Camaros and Chevelles by the end of 1969 by making insurance premiums prohibitively expensive or not available at all.
Enter the DEUCE, a small block Nova without the Super Sport name plate, but including all the high performance features of the Super Sport plus much more. Using COPO 9010 for an engine conversion, and COPO 9737 for the Sports Car Conversion Package, Yenko created a lightweight vehicle which included the highest horsepower available in a Chevy small block engine. He added to this package similar suspension components that were included on the 1969 Yenko Camaros. Don called them DEUCES, probably a name derived when the Novas were called Chevy II's. The new stripes and decals were every bit as spectacular as the previous year Super Cars, and the inclusion of a hood mounted tach and special Magnum 500 wheels really gave the Nova a striking appearance. The cars were very capable of 11 second E.T.'s with minor modifications.
The Deuces came from the factory with an AM Radio, Special Interior Group, a black standard bench seat and rubber floor mat. Dual exhaust, and power front disc brakes were also ordered, along with positraction 4.10 gears.
The following exterior color combinations were available:
Cortez Silver, Sunflower Yellow, Gobi Beige, Fathom Blue, Hugger
The COPO 9010 included the substitution of the 350 250 HP engine for the 350-360 HP Z/28 Camaro engine. The COPO 9737 included the F40 suspension with an upgraded 13/16" front sway bar. The F40 option also included a rear sway bar. The factory 12 bolt was also beefed up with the special heat treated ring and pinion. Yenko pitched the factory equipped "XT" 14 x 7 factory wheels in favor of Magnum 500 wheels of the same size with E-70 X 14" tires. Both plain, raised white letters and white walls were used. Optional Atlas aluminum wheels were also available options, and these included Yenko decals on the hubs and chrome lug nuts. However, the exterior car colored steel wheel spare was left in the trunk, unless the owner paid extra for an upgraded wheel.
Besides adding the stripes and crest emblems, Yenko also dressed up the interior with Deuce decals on the door panels and optional gauges.
The Deuces came with either the 4-Speed
In addition to Yenko's Deuce, there is also at least one documented Nova that had COPO 9010/9737. This car was delivered to new to
YENKO STINGER VEGA HISTORY
The year was 1971 and Don Yenko was certain that his latest product would be a winner.
Remembering back to 1966, Don's first undertaking, the Yenko Stinger, had worked out well. The Corvair racing program had been very successful, leading to a national SCCA championship. It took him some time, but he was able to sell all of the 100 original units ordered and had high hopes for future years of great Stinger sales. That all changed with the introduction of the Camaro.
By early 1967, Don knew the Corvair program would end soon, and he decided to make the natural jump to modifying Camaros. His Super Car program was a modest success in 1967 and 1968, but it was too labor intensive to continue.
Undaunted, Don was able to work this problem out by directly ordering his Camaros and Chevelles from the factory during 1969. Sales were excellent initially, aided by sales to his Super Car Dealers, but before long. the insurance companies stepped in and made it almost impossible for someone to insure these cars.
Don was again down but not beaten. In 1970, knowing that the days of the Big Block bashers were numbered, decided to use the highest performance small block that Chevrolet had in its arsenal, the 350 cubic inch LT-1. He would continue the COPO program of having the performance package installed by Chevrolet in the lightweight Nova. The Yenko Deuce ended up to be a popular ride, selling 175 units. His success was again short-lived, as new emmissions laws would but an end to the LT-1 engine as we have known it.
Don decided not to fight this issue again, but to embrace the popularity of the new small car market. He would take a popular car, the new 1971 Vega, improve the handling, and provide the necessary performance which would make it a fun car to drive and enjoy. It was destined to be his biggest success.
Calling his new product the Yenko Stinger, Don had hoped to bring back the glory of the earlier Corvair years.
Don specially ordered his Vega GT Hatchback coupes with pistons which could withstand the punishment of a turbocharger. He had intended to but a Schweitzer supercharger on each car, but ultimately would not be able to due to emmissions problems.
In addition to HD pistons, the Yenko Stingers came equipped with a Holley electric fuel pump, anti hop traction bars, and optional Thrush mufflers.
On the decorative side, front and rear spoilers were available, along with neat body graphics.
Simulated rear window louvers and flared fenders completed the custom look.
SPECS:
Engine: 155 Horsepower 4 - Cylinder OHC
Z-29 handling package
13 x 6 Wheels with A70 White-Lettered tires
Torsion bar rear suspension
Alloy-Plated 8:1 Compression Forged Pistons
Custom Tailored Exhaust System
Transmission: Four-Speed
Differential 3.36:1 axle with Positraction
Z-29 Sport Wheel and Full Instrumentation
The Vega Stinger came with a full factory warranty. Turbochargers had a Yenko 90 day/4000- mile warranty.
The Yenko Stinger Vega was introduced on January 26, 1971 at the Speed Equipment Manufactures Association show at
Stinger sales extended through the mid-1970's.