Yenko Camaro
Manufacturer Chevrolet
Parent company General Motors
Production 1967-1969
Assembly Van Nuys, California
Norwood, Ohio
Class pony car
muscle car
sports car
Body style(s) 2-door coupé
2-door convertible
Layout FR layout
Platform F-body
Engine(s) 400cid (6.6L) Chevrolet V8
427cid (7.0L) Chevrolet V8
Transmission(s) 4-speed manual
2-speed automatic
3-speed automatic
The Yenko Super Camaro was a modified Chevrolet Camaro prepared by Yenko Chevrolet, under the command of Don Yenko. The originals were all first-generation Camaros. When the Camaro debuted, a General Motors corporate edict prevented it from carrying an engine larger than 400 in³ (6.6 L) V8; this put the Camaro at a serious disadvantage to the Ford Mustang, Plymouth Barracuda and the Dodge Dart since neither Ford nor Plymouth/Dodge had a such a limit. Don Yenko, however, knew there was a market for an ultra powerful Camaro and found ways around the GM limit.
1967
Yenko ordered L-78 equipped SS Camaros and swapped in the Chevrolet Corvette's L-72 427 in³ (7.0 L) V8. The cars came with a 4.10 rear end and heavy-duty suspension. The exact number of cars produced is not known; most estimates are around 50. Yenko also installed a fiberglass replacement hood similar to the "Stinger" hood featured on 1967 big-block Corvettes.
Don Yenko's Camaros were equipped with a 427ci L-72 in them with either an M21 or M22 transmission. The horsepower was rated at 423 hp (315 kW). Yenko Camaros were not allowed to race for Chevrolet on the drag strip because they were not made by Chevrolet. Chevy's answer to this was the Copo Camaro, or Central Office Production Order, in 1969. The Copo Camaros were equipped with the same 427ci engine and were allowed to race for Chevy.
1968
Encouraged by the success of the 1967 model, Yenko continued to produce his Camaros. All cars came equipped with the M-21 close-ratio four speed manual transmission. A large, twin-scooped hood replaced the "Stinger" version, and Yenko badges graced the sides and tail light plate. The COPO model came with upgraded suspension, 140 mph (230 km/h) speed and other items but not the 427 ci engine. Yenko swapped the 396 ci engine for these up until 1969 when they were installed by Chevrolet. There is speculation that one 1968 Camaro came from the factory in 1968 with a 427 ci engine making it one of the most valuable collector cars to exist.
As of Sat. Jan. 17th 2009 at the Barret Jackson Auto Auction, a rebodied, silver 4spd Yenko went for $121,000
1969
For 1969, the dealership worked with Chevrolet to have the L-72 engines installed on the factory assembly line using a Central Office Production Order, or COPO. The orders included power disc brakes, a 4.10 Positraction rear end, a stronger front stabilizer, and a heavy-duty 4-core aluminum radiator. Buyers of the car had the option of either the M-21 four speed or the Turbo Hydramatic 400 automatic transmission. A total of 201 cars were sold in 1969, 171 with four speed transmissions and 30 with automatic transmissions. Yenko rounded out the visual package with front and rear spoilers, a cowl-induction hood, special "Yenko 427" badges, twin stripes down the flanks and hood, and the sYc (Yenko Super Car) badge. According to the Camaro Research Group, standard black interior (code 711) was the only interior ordered by Yenko. However, many Yenko tribute cars have a white interior.
Almost 40 years later, these Camaros have been appraised and sold for well over $2.2 million USD at Barrett-Jackson auctions. As of sep 2008, there are 2 known automatic transmission 1969 Yenko Camaro's. as stated by ESPN auction show.
As of Jan 17th 2009, a REAL ZL-1 Copo, dark green, re-bodied, went for $290,000 at the Barret Jackson Auto Auction Lot 12773. Mr. October Reggie Jackson was bidding on this car but didn't win it. Another yellow, original body, non original heads with Auto transmission for $270,000. Both are said to be a steal and the deals of the show.
1981
See Second-generation Chevrolet Camaro
1981 was Don Yenko's last run at making the ultimate performance car.
The 1981 Yenko Turbo Z, as it was known as, was based on a 1981 Camaro.
Don Yenko's comments on the car are:
“ From a performance standpoint, cars have shown a slow but steady decline in the last ten years. Low compression engines to accommodate low octane fuel, are now the norm. Ever-increasing numbers of emissions controls have sapped their share of horsepower from once potent engines. To recover these accumulated horsepower losses without increasing pollution presents a real challenge. After months of testing and development we have done it. Working closely with some competent people at Turbo International a system emerged that does everything we hoped for. This system, like all others, captures the energy to improve the induction of fuel/air mixture. The similarity to the other systems stops right here. Our system uses no priority valve so there's no turbo-lag. We don't have a waste gate to malfunction either. And since all of the fuel entering the engine is "processed" through the turbo, you get better fuel economy and improved response even without being in boost. Every nut, bolt and fitting used in this system is the best available. This has all been developed with each and every emission control connected and functional.[1][dead link] ”
1969 Continuation Series
Recently a company out of North Carolina called Classic Automotive Restoration Specialists has restarted production of the '69 Yenko Camaro.[2][3] Don Yenko sold 201 of his infamous COPO-program Camaros out of his Canonsburg, PA dealership. As reported in the March '08 issue of Muscle Car Review the vehicle is a fully licensed and certified Yenko starting at #202. The 427 engine under the hood was built by GM who has brought back the big block engines from the muscle car era. The rest of the components took 2 1/2 years to track down the original machinery. Options offered on the vehicle are the same as was available back in 1969 including paint colors. The car costs around 60% less than some of the current 39-year old Yenko Camaro survivors but drives like an old car would have when it was new off the dealership.
2009
A new Yenko Camaro based on the new 2009 Camaro platform was introduced at SEMA 2009. The new engine is a supercharged version of GM's LS3, the 6.2-liter V8 that comes standard with the Camaro SS. Since it is only the Phase I Yenko, it is expected that Phase II and Phase III Yenkos are coming which'll have Z06-sourced LS7 427 engines and possibly even an LS9.
Monday, April 26, 2010
Friday, April 23, 2010
History of the " 65 - 70 " Shelby GT 350 & 500 the creation of a legend !!!
1965-1970 GT350 and GT500
1965-1966 GT350
Production 1965-1966
Assembly Los Angeles, California
Engine(s) 289 cu in (4.7 L) V8
Transmission(s) 3-speed automatic
4-speed manual
Wheelbase 108.0 in (2743 mm)
Length 181.6 in (4613 mm)
These cars are properly not called "Cobras", which was the Ford-powered AC-based two-seat sports car also produced by Carroll Shelby during the same period. The confusion arises from the optional "Cobra" valve covers on many GT350s, part of a marketing tie-in by Shelby. All 1965-66 cars featured the K-Code 271 hp 289, modified to produce 306 hp. 1965-66 GT350s were delivered from Ford's San Jose assembly plant as "bodies in white" for modification by Carroll Shelby's operation, originally in Venice Beach and later at Los Angeles International Airport.
All but one 1965 GT350s were painted Wimbledon White with Guardsman Blue rocker stripes. The one exception was blue with white stripes. Contrary to popular belief, very few GT350s were delivered with the optional "Le Mans" hood, roof, and trunk stripes, an option which was usually installed by the dealer. Today it's difficult to find a GT350 not so equipped. 1965 cars had the battery relocated to the trunk, featured overrider traction bars, relocated A-arms, and other modifications.
1966 saw the introduction of non-white colors — including blue, red, green and black. Other changes include special quarter-panel windows replacing the factory extractor vents, functional brake scoops on each side and optional automatic transmissions, as well as the addition of an optional Paxton supercharger. The battery was no longer relocated to the trunk for 1966, and the over-rider traction bars were discontinued. A fold-down rear seat was now standard. Where early 1965 cars had black engine blocks, 1966 and later cars had the 289 engine painted blue. The first 252 GT-350s for 1966 began as 1965 Mustang K-Code Fastbacks. Often these first 252 1966 GT-350s are referred to as "carry-over" cars, but this is not the case. These 252 1965 Model Mustangs were specifically ordered by Shelby American for conversion into 1966 GT-350 Mustangs. They were not "left over" from the 1965 production, at all. They had the 1965 Ford Mustang Bodies and 1965 Ford Mustang serial numbers under their Shelby serial numbers. They mostly had 1965 features including standard Koni shock absorbers and engines painted black. Blue engines did not appear in 1966 until after these first 252 GT-350s were produced. 1966 production was 1373 fastbacks, including two prototypes and four drag cars, and 252 early production models with Ford Mustang 1965 bodies. 1001 Hertz fastbacks were produced, including two prototypes. Four convertibles were also produced, for a total of 2378 units for 1966. A small number (how many remains unclear) of '66s were fitted with Paxton superchargers, but not the No-Spin limited slip differential, with an option price of US$670; the engine was rated at 440 hp (330 kW).[2]
Shelby struck a deal with the Hertz Corporation to produce a special line of GT350s for rent which were subsequently sold to the public after their rental-car lives were finished. These "GT350H" cars are sought-after today, with some examples selling for more than $200,000. Shelby produced 1000 of these cars. Most Hertz cars featured gold LeMans stripes and rocker panel stripes. Some were white with blue stripes. Early Hertz cars were available with four-speed manual transmissions until so many cars were returned from rental with burned and broken clutch assemblies that all of the later cars shipped to Hertz were equipped with an automatic transmission. There are stories, possibly apocryphal, that many were rented to use as production class cars at SCCA events, returned with different engines, holes where roll bars had been welded in, etc., etc.
1965-66 GT350s were successful racers, and had many production-class victories.
1966 production numbers: GT350 — 2,378 units (four were special order convertibles for Carroll Shelby, the rumor is that six were made, but only four VINs have been discovered).
1967-1968
1967-1968 GT350 & GT500
Production 1967-1968
Assembly Dearborn, Michigan
Body style(s) 2-door fastback
2-door convertible (1968)
Engine(s) 289 cu in (4.7 L) V8 (1967 GT350)
302 cu in (4.9 L) V8 (1968 GT350)
390 cu in (6.4 L) (Early 1968 GT500)
428 cu in (7.0 L) V8 (GT500)
Transmission(s) 3-speed automatic
4-speed manual
For 1967, the GT 350 carried over the K-Code high performance 289 with a 'COBRA' aluminum hi-rise. The GT 500 was added to the lineup, equipped with the 428 Police Interceptor. These later cars carried over few of the performance modifications of the 1965-66 GT350s, although they did feature more cosmetic changes. In September 1967, production was moved to the A.O. Smith Company of Ionia, Michigan, under Ford control. Shelby had very little involvement after this time. As Shelby's two-seat Cobra sports car production ended in 1967, the Cobra name was applied to Shelby Mustangs for the first time in 1968. In February 1968, the GT500KR "King of the Road" debuted; under the hood was a 428 cubic-inch Cobra Jet V8 which was conservatively rated at 335 horsepower (250 kW).
1969-1970
1969-1970 GT350 & GT500
Production 1969-1970
Assembly Los Angeles, California
Body style(s) 2-door fastback
2-door convertible (1968)
Engine(s) 351 cu in (5.8 L) V8 (GT350)
428 cu in (7.0 L) V8 (GT 500)
Transmission(s) 3-speed automatic
4-speed manual
Wheelbase 108.0 in (2743 mm)
Length 187.4 in (4760 mm)
Carroll Shelby terminated his agreement with Ford in the summer of 1969. The GT350 and GT500 for the 1969–70 model years received extensive face lifts, the body alone increasing in length by 4 inches (100 mm). Ford was heavily involved with design and style decisions, with Shelby having very little input. The GT350 was now equipped with a 351 cubic-inch V8. Production of Shelby Mustangs ceased with the 1970 model year. The 1970 models were in fact left over 1969 models.
1965-1966 GT350
Production 1965-1966
Assembly Los Angeles, California
Engine(s) 289 cu in (4.7 L) V8
Transmission(s) 3-speed automatic
4-speed manual
Wheelbase 108.0 in (2743 mm)
Length 181.6 in (4613 mm)
These cars are properly not called "Cobras", which was the Ford-powered AC-based two-seat sports car also produced by Carroll Shelby during the same period. The confusion arises from the optional "Cobra" valve covers on many GT350s, part of a marketing tie-in by Shelby. All 1965-66 cars featured the K-Code 271 hp 289, modified to produce 306 hp. 1965-66 GT350s were delivered from Ford's San Jose assembly plant as "bodies in white" for modification by Carroll Shelby's operation, originally in Venice Beach and later at Los Angeles International Airport.
All but one 1965 GT350s were painted Wimbledon White with Guardsman Blue rocker stripes. The one exception was blue with white stripes. Contrary to popular belief, very few GT350s were delivered with the optional "Le Mans" hood, roof, and trunk stripes, an option which was usually installed by the dealer. Today it's difficult to find a GT350 not so equipped. 1965 cars had the battery relocated to the trunk, featured overrider traction bars, relocated A-arms, and other modifications.
1966 saw the introduction of non-white colors — including blue, red, green and black. Other changes include special quarter-panel windows replacing the factory extractor vents, functional brake scoops on each side and optional automatic transmissions, as well as the addition of an optional Paxton supercharger. The battery was no longer relocated to the trunk for 1966, and the over-rider traction bars were discontinued. A fold-down rear seat was now standard. Where early 1965 cars had black engine blocks, 1966 and later cars had the 289 engine painted blue. The first 252 GT-350s for 1966 began as 1965 Mustang K-Code Fastbacks. Often these first 252 1966 GT-350s are referred to as "carry-over" cars, but this is not the case. These 252 1965 Model Mustangs were specifically ordered by Shelby American for conversion into 1966 GT-350 Mustangs. They were not "left over" from the 1965 production, at all. They had the 1965 Ford Mustang Bodies and 1965 Ford Mustang serial numbers under their Shelby serial numbers. They mostly had 1965 features including standard Koni shock absorbers and engines painted black. Blue engines did not appear in 1966 until after these first 252 GT-350s were produced. 1966 production was 1373 fastbacks, including two prototypes and four drag cars, and 252 early production models with Ford Mustang 1965 bodies. 1001 Hertz fastbacks were produced, including two prototypes. Four convertibles were also produced, for a total of 2378 units for 1966. A small number (how many remains unclear) of '66s were fitted with Paxton superchargers, but not the No-Spin limited slip differential, with an option price of US$670; the engine was rated at 440 hp (330 kW).[2]
Shelby struck a deal with the Hertz Corporation to produce a special line of GT350s for rent which were subsequently sold to the public after their rental-car lives were finished. These "GT350H" cars are sought-after today, with some examples selling for more than $200,000. Shelby produced 1000 of these cars. Most Hertz cars featured gold LeMans stripes and rocker panel stripes. Some were white with blue stripes. Early Hertz cars were available with four-speed manual transmissions until so many cars were returned from rental with burned and broken clutch assemblies that all of the later cars shipped to Hertz were equipped with an automatic transmission. There are stories, possibly apocryphal, that many were rented to use as production class cars at SCCA events, returned with different engines, holes where roll bars had been welded in, etc., etc.
1965-66 GT350s were successful racers, and had many production-class victories.
1966 production numbers: GT350 — 2,378 units (four were special order convertibles for Carroll Shelby, the rumor is that six were made, but only four VINs have been discovered).
1967-1968
1967-1968 GT350 & GT500
Production 1967-1968
Assembly Dearborn, Michigan
Body style(s) 2-door fastback
2-door convertible (1968)
Engine(s) 289 cu in (4.7 L) V8 (1967 GT350)
302 cu in (4.9 L) V8 (1968 GT350)
390 cu in (6.4 L) (Early 1968 GT500)
428 cu in (7.0 L) V8 (GT500)
Transmission(s) 3-speed automatic
4-speed manual
For 1967, the GT 350 carried over the K-Code high performance 289 with a 'COBRA' aluminum hi-rise. The GT 500 was added to the lineup, equipped with the 428 Police Interceptor. These later cars carried over few of the performance modifications of the 1965-66 GT350s, although they did feature more cosmetic changes. In September 1967, production was moved to the A.O. Smith Company of Ionia, Michigan, under Ford control. Shelby had very little involvement after this time. As Shelby's two-seat Cobra sports car production ended in 1967, the Cobra name was applied to Shelby Mustangs for the first time in 1968. In February 1968, the GT500KR "King of the Road" debuted; under the hood was a 428 cubic-inch Cobra Jet V8 which was conservatively rated at 335 horsepower (250 kW).
1969-1970
1969-1970 GT350 & GT500
Production 1969-1970
Assembly Los Angeles, California
Body style(s) 2-door fastback
2-door convertible (1968)
Engine(s) 351 cu in (5.8 L) V8 (GT350)
428 cu in (7.0 L) V8 (GT 500)
Transmission(s) 3-speed automatic
4-speed manual
Wheelbase 108.0 in (2743 mm)
Length 187.4 in (4760 mm)
Carroll Shelby terminated his agreement with Ford in the summer of 1969. The GT350 and GT500 for the 1969–70 model years received extensive face lifts, the body alone increasing in length by 4 inches (100 mm). Ford was heavily involved with design and style decisions, with Shelby having very little input. The GT350 was now equipped with a 351 cubic-inch V8. Production of Shelby Mustangs ceased with the 1970 model year. The 1970 models were in fact left over 1969 models.
Monday, April 19, 2010
The Ford "427" Single Overhead Cam known as the "Cammer"
The Ford Single Overhead Cam (SOHC) 427 V8 engine, familiarly known as the "Cammer", was released in 1964 to recapture NASCAR dominance from the Chrysler 426 Hemi engine. The Chrysler 426 used extremely large block casting that dwarfed the earlier 392 Hemi. The Ford 427 block was closer dimensionally to the early Hemis than to the elephantine 426 Hemi: the Ford FE bore spacing was 4.63 in (117.6 mm) compared to the Chrysler 392's bore spacing of 4.5625 in (115.9 mm). The Ford FE's deck height of 10.17 in (258.3 mm) was lower than that of the Chrysler 392 at 10.87 in (276.1 mm). For comparison, the 426 Hemi has a deck height of 10.72 in (272.3 mm) and bore spacing of 4.8 in (121.9 mm); both Chrysler Hemis have decks more than 0.5 in (12.7 mm) taller than the FE.
The engine was based on the ultra high performance 427 side-oiler block, providing race-proven durability. The block and associated parts were largely unchanged, the main difference being use of an idler shaft instead of the camshaft in the block, which necessitated plugging the remaining camshaft bearing oiling holes.
The heads were newly-designed cast iron items with hemispherical combustion chambers and a single overhead camshaft on each head, operating shaft-mounted roller rocker arms. The valvetrain consisted of valves larger than those on Ford wedge head engines, made out of stainless steel and with sodium-filled exhaust valves to prevent the valve heads from burning, and dual valve springs. This design allowed for high volumetric efficiency at high engine speed.
The idler shaft in the block in place of the camshaft was driven by the timing chain and drove the distributor and oil pump in conventional fashion, with the same practical limit of about 7,000 rpm for the stock oil pump—a maximum of 20.5 US gallons (77.6 l) per minute of SAE 40 oil at 70 psi (480 kPa). An additional sprocket on this shaft drove a second timing chain, 6 ft (1.8 m) long, which drove both overhead camshafts. The length of this chain made precision timing of the camshafts a problem at high rpm and necessitated a complex system of idlers.
The engine also had a dual-point distributor with a transistorized ignition amplifier system, running 12 amps of current through a high-output ignition coil.
All these engines were essentially hand-built with racing in mind. Combustion chambers were fully machined to reduce variability. Nevertheless, Ford recommended blueprinting the engines before use in racing applications. With a single four-barrel carburetor they were rated at 616 horsepower (459 kW) at 7,000 rpm & 515 ft lbs of torque @ 3,800 rpm, and while equipted with dual four-barrel carburetors they made 657 horsepower (490 kW) at 7,500 rpm & 575 ft/lbs of torque @ 4,200 rpm. Ford sold them via the parts counter, the single four-barrel model as part C6AE-6007-363S, the dual carburetor model as part C6AE-6007-359J for $2350.00 (as of October, 1968). Weight of the engine was 680 lb (308 kg).
Ford's plan was cut short, however; although Ford sold enough to have the design homologated, NASCAR, after protests by Chrysler Corp., effectively legislated the SOHC engine out of competition despite having earlier permitted the Chrysler Hemi, and the awaited 1965 SOHC vs. Hemi competition at the Daytona 500 season opener never occurred. This was the only engine ever banned from NASCAR.[citations needed] Nevertheless, the 427 found its niche in drag racing, powering many altered-wheelbase A/FX Mustangs (after NHRA banned it from stock classes), and becoming the basis for a handful of supercharged Top Fuel dragsters, including those of Connie Kalitta, Pete Robinson, and Lou Baney (driven by "Snake" Prudhomme) and numerous nitro funny cars that were also highly successful including Jack Chrisman, Dyno Don Nicholson, Eddie Schartman, Kenz & Leslie and numerous injected gasoline drag racing vehicles.
The engine was based on the ultra high performance 427 side-oiler block, providing race-proven durability. The block and associated parts were largely unchanged, the main difference being use of an idler shaft instead of the camshaft in the block, which necessitated plugging the remaining camshaft bearing oiling holes.
The heads were newly-designed cast iron items with hemispherical combustion chambers and a single overhead camshaft on each head, operating shaft-mounted roller rocker arms. The valvetrain consisted of valves larger than those on Ford wedge head engines, made out of stainless steel and with sodium-filled exhaust valves to prevent the valve heads from burning, and dual valve springs. This design allowed for high volumetric efficiency at high engine speed.
The idler shaft in the block in place of the camshaft was driven by the timing chain and drove the distributor and oil pump in conventional fashion, with the same practical limit of about 7,000 rpm for the stock oil pump—a maximum of 20.5 US gallons (77.6 l) per minute of SAE 40 oil at 70 psi (480 kPa). An additional sprocket on this shaft drove a second timing chain, 6 ft (1.8 m) long, which drove both overhead camshafts. The length of this chain made precision timing of the camshafts a problem at high rpm and necessitated a complex system of idlers.
The engine also had a dual-point distributor with a transistorized ignition amplifier system, running 12 amps of current through a high-output ignition coil.
All these engines were essentially hand-built with racing in mind. Combustion chambers were fully machined to reduce variability. Nevertheless, Ford recommended blueprinting the engines before use in racing applications. With a single four-barrel carburetor they were rated at 616 horsepower (459 kW) at 7,000 rpm & 515 ft lbs of torque @ 3,800 rpm, and while equipted with dual four-barrel carburetors they made 657 horsepower (490 kW) at 7,500 rpm & 575 ft/lbs of torque @ 4,200 rpm. Ford sold them via the parts counter, the single four-barrel model as part C6AE-6007-363S, the dual carburetor model as part C6AE-6007-359J for $2350.00 (as of October, 1968). Weight of the engine was 680 lb (308 kg).
Ford's plan was cut short, however; although Ford sold enough to have the design homologated, NASCAR, after protests by Chrysler Corp., effectively legislated the SOHC engine out of competition despite having earlier permitted the Chrysler Hemi, and the awaited 1965 SOHC vs. Hemi competition at the Daytona 500 season opener never occurred. This was the only engine ever banned from NASCAR.[citations needed] Nevertheless, the 427 found its niche in drag racing, powering many altered-wheelbase A/FX Mustangs (after NHRA banned it from stock classes), and becoming the basis for a handful of supercharged Top Fuel dragsters, including those of Connie Kalitta, Pete Robinson, and Lou Baney (driven by "Snake" Prudhomme) and numerous nitro funny cars that were also highly successful including Jack Chrisman, Dyno Don Nicholson, Eddie Schartman, Kenz & Leslie and numerous injected gasoline drag racing vehicles.
Tuesday, April 13, 2010
Legendary " COPO Camaro's " One of the Fastest & Rarest !!!
When Camaro enthusiasts hear the word "COPO Camaro" the 9561 model of 1969 is usually the first one that comes to mind. Production numbers were in the hundreds, but the exact production totals aren’t known. However, we do know that 1015 L72 (427 cubic inch) engines were built for COPO Camaros – 822 to fit four-speeds and 193 for automatics. COPO 9561 Camaros were hardly plentiful but they certainly spent more time in the limelight because they served as the foundation for a number of "supercar conversions" including the legendary Yenko Super Camaro, in 1969.
The COPO Camaro rolled off the assembly line with dog-dish hubcaps, usually plain-jane interior, headers in the trunk to be installed by the dealer and best of all, no external badging whatsoever to warn the poor guy in the nearest lane.
It featured a huge, 850 CFM Holley four-barrel carburetor, a high-nine aluminum intake, and massive "rectangular-port" cylinder heads stuffed with 2.19 intake and 1.72 inch exhaust values.
A forged steel crank-shaft with forged steel connecting rods slung forged aluminum pistons. Also, Chevy gave the engine a 11.0:1 compression ratio. COPO 9651 Camaro was capable of ripping off 12-second elapsed times down the quarter-mile. To dip into 11 seconds required a set of slicks and traction bars.
This particular car has the hounchtooth interior, ducktail rear spoiler and a front spoiler, along with the original style polyglas tires. The car was purchased in Ontario, Canada in the September `03 after a complete restoration had been completed.
The L72 engine had all the appropriate performance parts any right minded speed freak could have wanted in the late 1960’s.
This Camaro placed 2nd at the Camaro Nationals in the Supercar Division in 2003. Now resides in Daryl Carter’s Personal Muscle Car Collection in Penticton, B.C., Canada.
The COPO Camaro rolled off the assembly line with dog-dish hubcaps, usually plain-jane interior, headers in the trunk to be installed by the dealer and best of all, no external badging whatsoever to warn the poor guy in the nearest lane.
It featured a huge, 850 CFM Holley four-barrel carburetor, a high-nine aluminum intake, and massive "rectangular-port" cylinder heads stuffed with 2.19 intake and 1.72 inch exhaust values.
A forged steel crank-shaft with forged steel connecting rods slung forged aluminum pistons. Also, Chevy gave the engine a 11.0:1 compression ratio. COPO 9651 Camaro was capable of ripping off 12-second elapsed times down the quarter-mile. To dip into 11 seconds required a set of slicks and traction bars.
This particular car has the hounchtooth interior, ducktail rear spoiler and a front spoiler, along with the original style polyglas tires. The car was purchased in Ontario, Canada in the September `03 after a complete restoration had been completed.
The L72 engine had all the appropriate performance parts any right minded speed freak could have wanted in the late 1960’s.
This Camaro placed 2nd at the Camaro Nationals in the Supercar Division in 2003. Now resides in Daryl Carter’s Personal Muscle Car Collection in Penticton, B.C., Canada.
Sunday, April 11, 2010
Early 60's Pontiac Racing " The Super Duty Program " !!
1962 - 1963 Pontiac Super Duty's
The Super Duty Program was started in late 1961 and was available to qualified drivers as a Dealer Installed Option, therefore serial number documentation is hard to find for 1961 Catalina or Ventura Super Duty's. The program was a great success at the 1961 Indy Nationals and at Nascar Tracks winning multiple drags and oval competitions. These wins put Pontiac back into the spotlight and gave the Super Duty nameplate a new meaning.
The program was ramped up in 1962 when Pontiac announced that it would make available, from the factory a limited number of Super Duty's. The new package would cost an additional $1,334.24 plus $234.00 for the mandatory 4-speed transmission (Pontiac's automatic transmission at that time could not handle the power output). The new Pontiac was outfitted with a 405 or 410 hp 421 cubic inch engine (true output was around 460 to 500 hp), cast iron or aluminum dump headers, special heavy suspension, special frame, 4:10 or 4:88 posi-traction rear differential and a selection of aluminum front end components including aluminum fender wells, core support, fenders, hood, grills, bumpers and defrost grill. Dealer installed options were also available including plexiglass windows, functional hood scoop and interior deletes.
Conflicting numbers abound on actual output of vehicles and engines. Reliable sources however indicate that in all 178 1962 Pontiac Super Duty's left the factory, 162 were outfitted Catalina's and 16 were outfitted Grand Prix's. 225 421 cubic inch engines were produced, 178 installed and the remaining 63 served as replacements. Now you know why finding just the crank or heads to one of these monster engines is difficult!
In 1963 the program was taken even further with a hotter engine and higher compression. Output of the 1963 engines was base 410hp but true output was rumored 500 to 550 hp. The cars got even lighter thanks to plexiglass windows and an aluminum deck lid, a select few, 15 to be exact had large holes drilled out of the frames, nicknaming these the "Swiss Cheese". Arnie "Farmer" Beswick known for setting many records in the 1961 and 1962 Super Duty's ran a few of the "Swiss Cheese's" on the track. The car did not qualify under the Super Stocker class and so it had to be run in the F/SX Factory Experimental class.
1963 Vehicle output was 88 with 77 outfitted Catalina's and 11 outfitted Tempest's. In January 1963 General Motors announced that its Pontiac Motor Division would no longer support or output factory racecar's such as the Super Duty. Liability was becoming too high for the vehicle manufacturer. Interesting enough when one reflects on the great cars being produced by Pontiac in those years it becomes clear that so much of the spotlight was being taken away from the General Motors Division and Chevrolet could not afford more lagging sales of its Impala, Corvette and other model line-up so the Super Duty Program was abandoned but never forgotten!
Today's hot muscle car market has increased demand for the early equipped Pontiac Super Duty's, some rare examples have been known to fetch close to $750,000 for a flawlessly restored, numbers matching Super Duty. Just recently a very rare Tempest Super Duty sold for $226,000. This vehicle was a shell, missing most of the original components, however, once completed it will no doubt be a fine example of a rare Tempest Super Duty (1963 Pontiac Tempest Super Duty Production = 6).
The Super Duty Program was started in late 1961 and was available to qualified drivers as a Dealer Installed Option, therefore serial number documentation is hard to find for 1961 Catalina or Ventura Super Duty's. The program was a great success at the 1961 Indy Nationals and at Nascar Tracks winning multiple drags and oval competitions. These wins put Pontiac back into the spotlight and gave the Super Duty nameplate a new meaning.
The program was ramped up in 1962 when Pontiac announced that it would make available, from the factory a limited number of Super Duty's. The new package would cost an additional $1,334.24 plus $234.00 for the mandatory 4-speed transmission (Pontiac's automatic transmission at that time could not handle the power output). The new Pontiac was outfitted with a 405 or 410 hp 421 cubic inch engine (true output was around 460 to 500 hp), cast iron or aluminum dump headers, special heavy suspension, special frame, 4:10 or 4:88 posi-traction rear differential and a selection of aluminum front end components including aluminum fender wells, core support, fenders, hood, grills, bumpers and defrost grill. Dealer installed options were also available including plexiglass windows, functional hood scoop and interior deletes.
Conflicting numbers abound on actual output of vehicles and engines. Reliable sources however indicate that in all 178 1962 Pontiac Super Duty's left the factory, 162 were outfitted Catalina's and 16 were outfitted Grand Prix's. 225 421 cubic inch engines were produced, 178 installed and the remaining 63 served as replacements. Now you know why finding just the crank or heads to one of these monster engines is difficult!
In 1963 the program was taken even further with a hotter engine and higher compression. Output of the 1963 engines was base 410hp but true output was rumored 500 to 550 hp. The cars got even lighter thanks to plexiglass windows and an aluminum deck lid, a select few, 15 to be exact had large holes drilled out of the frames, nicknaming these the "Swiss Cheese". Arnie "Farmer" Beswick known for setting many records in the 1961 and 1962 Super Duty's ran a few of the "Swiss Cheese's" on the track. The car did not qualify under the Super Stocker class and so it had to be run in the F/SX Factory Experimental class.
1963 Vehicle output was 88 with 77 outfitted Catalina's and 11 outfitted Tempest's. In January 1963 General Motors announced that its Pontiac Motor Division would no longer support or output factory racecar's such as the Super Duty. Liability was becoming too high for the vehicle manufacturer. Interesting enough when one reflects on the great cars being produced by Pontiac in those years it becomes clear that so much of the spotlight was being taken away from the General Motors Division and Chevrolet could not afford more lagging sales of its Impala, Corvette and other model line-up so the Super Duty Program was abandoned but never forgotten!
Today's hot muscle car market has increased demand for the early equipped Pontiac Super Duty's, some rare examples have been known to fetch close to $750,000 for a flawlessly restored, numbers matching Super Duty. Just recently a very rare Tempest Super Duty sold for $226,000. This vehicle was a shell, missing most of the original components, however, once completed it will no doubt be a fine example of a rare Tempest Super Duty (1963 Pontiac Tempest Super Duty Production = 6).
Saturday, April 10, 2010
History of the " Rat Rod "
Originally a counter-reaction to the traditional hot rod, a label recently applied to undriven cars and super high priced "customs". The rat rod's beginning was a throwback to the hot rods of the earlier days of hot-rodding, built to the best of the owner's abilities and meant to be driven. Rat rods are meant to loosely imitate in form and function, the "traditional" hot rods of the era. Biker, greaser, rockabilly, and punk culture is often credited as influence that shapes rat-rodding.
The typical rat rod is an early 1930s through 1950s coupe or roadster. Early (pre-World War II) vehicles often have their fenders, hoods, running boards, and bumpers removed. The bodies are frequently channeled over the frame, and sectioned, or the roofs chopped for a lower profile. Later post-war vehicles are rarely constructed without fenders and are often customized in the fashion of Kustoms, leadsleds, and lowriders. Maltese crosses, skulls, and other accessories are often added. Chopped tops, shaved trim, grills, tail lights, and other miscellaneous body parts are swapped between makes and models. Most, if not all, of the work and engineering is done by the owner of the vehicle.
Recently, the term "rat rod" (or rat car, as modern cars are not actually hot rods like the name suggests) has been used to describe almost any vehicle that appears unfinished or is built simply to be driven.
General
Chassis
Frames from older cars or light trucks are preferred for the chassis, because they provide a sturdy base for subsequent alterations. Older cars in poor condition are often advertised as candidates for rat rod conversions. But in many cases the owner will design & build the frame himself.
Paint and Finish
Typical "rough" finish of Rat Rods.Many Rat Rods appear unfinished with primer paint jobs. Satin or Matte black and other flat colors are also common. Other finishes may include “natural patina” (the original paint with rust and blemishes intact), a patchwork of original paint and primer, or bare metal with no finish at all in rusty or oiled varieties.With the thought that "It's only original once." Many rat rods also have free hand pinstriping done by the owners with a pinstriping brush. Contrary to tastes of many car builders, rust is often acceptable and appreciated by a Rat Rodder.
Interior
Interiors of rat rods vary from fully finished to a spartan, bare bones form. Mexican blankets and bomber seats form the basis of many rat rod interiors. Most are designed to be functional without many comforts although this will vary with the owner’s taste.
Drive train
Though a variety of engines may be used, the most common are to be found in a Rat Rod are Flathead V8's, early Chrysler Hemi engines, or more modern Small Block V8's from any manufacturer, especially Chevrolet. It is not uncommon to see straight-8s straight-6s, straight-4s, V6s or even diesel engines. These engines may exhibit varying displacements and modifications.
Most Rat Rods are rear wheel drive, with an open driveline. The rear-ends are typically passenger vehicle pieces, as are the transmissions. The Ford Banjo rear-end is popular, as is the "Quickchange" type as used in many early hot rods.
Suspension
A beam axle is commonly accepted as the only type of front suspension that will look right when exposed without fenders on a vehicle with open front suspension. Independent front suspension is discouraged, Most Rat Rods use a 1928-1948 Ford I beam axle with a transverse leaf spring. Although any solid axle is acceptable, the Ford axle is preferred due to the availability of spare parts.
Springs vary from transverse, parallel and coil setups in the front and rear. Parallel is not seen as frequently as the more common single-spring transverse setup, though both are used commonly. Coil springs are often deemed unsightly without fenders, but are still occasionally seen. Rat rods also will often have airbag suspension which allows the driver to raise and lower the car.
The typical rat rod is an early 1930s through 1950s coupe or roadster. Early (pre-World War II) vehicles often have their fenders, hoods, running boards, and bumpers removed. The bodies are frequently channeled over the frame, and sectioned, or the roofs chopped for a lower profile. Later post-war vehicles are rarely constructed without fenders and are often customized in the fashion of Kustoms, leadsleds, and lowriders. Maltese crosses, skulls, and other accessories are often added. Chopped tops, shaved trim, grills, tail lights, and other miscellaneous body parts are swapped between makes and models. Most, if not all, of the work and engineering is done by the owner of the vehicle.
Recently, the term "rat rod" (or rat car, as modern cars are not actually hot rods like the name suggests) has been used to describe almost any vehicle that appears unfinished or is built simply to be driven.
General
Chassis
Frames from older cars or light trucks are preferred for the chassis, because they provide a sturdy base for subsequent alterations. Older cars in poor condition are often advertised as candidates for rat rod conversions. But in many cases the owner will design & build the frame himself.
Paint and Finish
Typical "rough" finish of Rat Rods.Many Rat Rods appear unfinished with primer paint jobs. Satin or Matte black and other flat colors are also common. Other finishes may include “natural patina” (the original paint with rust and blemishes intact), a patchwork of original paint and primer, or bare metal with no finish at all in rusty or oiled varieties.With the thought that "It's only original once." Many rat rods also have free hand pinstriping done by the owners with a pinstriping brush. Contrary to tastes of many car builders, rust is often acceptable and appreciated by a Rat Rodder.
Interior
Interiors of rat rods vary from fully finished to a spartan, bare bones form. Mexican blankets and bomber seats form the basis of many rat rod interiors. Most are designed to be functional without many comforts although this will vary with the owner’s taste.
Drive train
Though a variety of engines may be used, the most common are to be found in a Rat Rod are Flathead V8's, early Chrysler Hemi engines, or more modern Small Block V8's from any manufacturer, especially Chevrolet. It is not uncommon to see straight-8s straight-6s, straight-4s, V6s or even diesel engines. These engines may exhibit varying displacements and modifications.
Most Rat Rods are rear wheel drive, with an open driveline. The rear-ends are typically passenger vehicle pieces, as are the transmissions. The Ford Banjo rear-end is popular, as is the "Quickchange" type as used in many early hot rods.
Suspension
A beam axle is commonly accepted as the only type of front suspension that will look right when exposed without fenders on a vehicle with open front suspension. Independent front suspension is discouraged, Most Rat Rods use a 1928-1948 Ford I beam axle with a transverse leaf spring. Although any solid axle is acceptable, the Ford axle is preferred due to the availability of spare parts.
Springs vary from transverse, parallel and coil setups in the front and rear. Parallel is not seen as frequently as the more common single-spring transverse setup, though both are used commonly. Coil springs are often deemed unsightly without fenders, but are still occasionally seen. Rat rods also will often have airbag suspension which allows the driver to raise and lower the car.
Tuesday, April 6, 2010
Shelby Automobiles GT-500 " Super Snake " Package !!
A GT500 with the first Super Snake package will be on display at the Mid-America Ford Performance and Shelby Meet in Tulsa, Okla. Headquartered at the Tulsa Marriott, the event includes a broad range of activities including drag racing, cruise night, road racing exhibitions, a car show and banquet.
�I�m excited to debut our new Super Snake package for the enthusiasts at the Mid-America Ford and Performance Meet,� added Amy Boylan, president of Shelby Automobiles. �They�ll be the first to see this amazing car with world-class capabilities. When combined with the MSRP of a GT500, this upgrade is far less expensive than the price of any other car with even close to the Super Snake�s power. No one can touch the performance, exclusivity and heritage of this post title Shelby package.�
The GT500 Super Snake package, which will be installed at the Shelby factory includes:
•Ford Racing Supercharger upgrade kit producing over 600 horsepower and 590 ft.-lbs. of torque; an optional 725 horsepower system is available
•6-speed manual transmission with a Ford Racing short-throw shifter and 3.73:1 rear axle ratio
•Borla performance exhaust system for the 600 horsepower version; JBA manifold and back system for the 725 horsepower option
•Engine dress up kit including billet aluminum fluid caps and dip stick handle
•Ford Racing suspension tuning including dynamic adjustable dampers, lowering springs, tuned stabilizer bars, and front strut tower brace
•Exclusive Shelby- Alcoa 20-inch forged wheels with Super Snake center caps
•Shelby / Baer 6 piston forged front brakes calipers with cross drilled and vented rotors all around
•Front and rear brake cooling ducts
•Side scoops, carbon fiber front fascia splitter, mirror covers and rocker panels
•Classic Shelby design hood with functional scoops
•Super Snake exclusive striping
•�Shelby� lettering across the front edge of hood and rear deck lid and 'Super Snake' badges
•Center cluster with Carroll Shelby signature gauges for boost, fuel pressure and oil pressure
•Shelby embroidered headrests, Super Snake door sill plates, aluminum map light accent, floor mats and other exclusive components
•Official Shelby CSM dash plate
Though the complete Super Snake package will be available exclusively through Shelby Automobiles, many of the products comprising the package will also be available from Shelby Automobiles and Ford Racing beginning in late June 2007. Anyone interested in transforming their Shelby GT500 into one of these rare supercars should contact John Walker at the Las Vegas factory at (702) 942-7325.
Visit Shelby Automobiles!
�I�m excited to debut our new Super Snake package for the enthusiasts at the Mid-America Ford and Performance Meet,� added Amy Boylan, president of Shelby Automobiles. �They�ll be the first to see this amazing car with world-class capabilities. When combined with the MSRP of a GT500, this upgrade is far less expensive than the price of any other car with even close to the Super Snake�s power. No one can touch the performance, exclusivity and heritage of this post title Shelby package.�
The GT500 Super Snake package, which will be installed at the Shelby factory includes:
•Ford Racing Supercharger upgrade kit producing over 600 horsepower and 590 ft.-lbs. of torque; an optional 725 horsepower system is available
•6-speed manual transmission with a Ford Racing short-throw shifter and 3.73:1 rear axle ratio
•Borla performance exhaust system for the 600 horsepower version; JBA manifold and back system for the 725 horsepower option
•Engine dress up kit including billet aluminum fluid caps and dip stick handle
•Ford Racing suspension tuning including dynamic adjustable dampers, lowering springs, tuned stabilizer bars, and front strut tower brace
•Exclusive Shelby- Alcoa 20-inch forged wheels with Super Snake center caps
•Shelby / Baer 6 piston forged front brakes calipers with cross drilled and vented rotors all around
•Front and rear brake cooling ducts
•Side scoops, carbon fiber front fascia splitter, mirror covers and rocker panels
•Classic Shelby design hood with functional scoops
•Super Snake exclusive striping
•�Shelby� lettering across the front edge of hood and rear deck lid and 'Super Snake' badges
•Center cluster with Carroll Shelby signature gauges for boost, fuel pressure and oil pressure
•Shelby embroidered headrests, Super Snake door sill plates, aluminum map light accent, floor mats and other exclusive components
•Official Shelby CSM dash plate
Though the complete Super Snake package will be available exclusively through Shelby Automobiles, many of the products comprising the package will also be available from Shelby Automobiles and Ford Racing beginning in late June 2007. Anyone interested in transforming their Shelby GT500 into one of these rare supercars should contact John Walker at the Las Vegas factory at (702) 942-7325.
Visit Shelby Automobiles!
Saturday, April 3, 2010
Concept LS-7 Camaro
Designed to highlight the capability of the new Camaro as a weekend bracket warrior, the Camaro LS7 Concept combines the power of a GM Performance Parts’ LS7 crate engine and targeted bolt-on upgrades to deliver the wheels-up spirit of the legendary COPO Camaros.
Made famous by Chevy dealers like Don Yenko and Fred Gibb in the late 1960s, the COPO cars were ordered for one thing: drag racing. They were quickly outfitted after delivery with the requisite tires, safety equipment and other accessories necessary for competition in popular Stock-class drag racing series.
The LS7 Concept honors the COPO ethos with features such as drag strip-ready rubber on the rear wheels – and unlike many of the stripped-down racers from 40 years ago, this strip-ready competitor serves double duty as both a racecar and a daily driver.
The LS7 crate engine (part number 17802397) uses a high-performance replacement camshaft from GM Performance Parts (part number 12480033) to help it produce approximately 550 horsepower. Complementing upgrades include GM Performance Parts-developed headers and air intake system that will be offered at the Camaro’s launch in early 2009. The LS7 also is modified with a wet-sump oiling system; the production engine features a dry-sump system that requires an external oil tank.
Backing the LS7 engine is a production Tremec 6060 six-
speed manual with a GM Performance Parts Hurst shifter. Additional drivetrain details include:
Brembo four-wheel disc brake package
Lowered ride height
Custom 20-inch wheels
Driveshaft safety loop
GM Performance Parts exhaust system
The Camaro LS7 concept is painted Victory Red, with matte black accents on the hood and taillamp panel. “LS7” logos are strategically placed and warn those in the know this Camaro means business when the Christmas tree lights count down to green. It’s all business on the spartan interior, too, with base trim and few accessories to minimize overall mass for a quicker elapsed time.
Although the Camaro LS7 Concept is just that – a concept – its duplication by enterprising enthusiasts and racers is enabled by GM Performance Parts’ LS7 crate engine package. It delivers a fully assembled, production version of the engine, complete from the intake manifold to oil pan. An oil reservoir for the standard dry sump system and GM Performance Parts’ LS7 engine controller (part number 19166567) are all that’s necessary to get the engine running in an enthusiast’s project vehicle – well, that and a chassis capable of handling more than 500 lb.-ft. of torque!
Made famous by Chevy dealers like Don Yenko and Fred Gibb in the late 1960s, the COPO cars were ordered for one thing: drag racing. They were quickly outfitted after delivery with the requisite tires, safety equipment and other accessories necessary for competition in popular Stock-class drag racing series.
The LS7 Concept honors the COPO ethos with features such as drag strip-ready rubber on the rear wheels – and unlike many of the stripped-down racers from 40 years ago, this strip-ready competitor serves double duty as both a racecar and a daily driver.
The LS7 crate engine (part number 17802397) uses a high-performance replacement camshaft from GM Performance Parts (part number 12480033) to help it produce approximately 550 horsepower. Complementing upgrades include GM Performance Parts-developed headers and air intake system that will be offered at the Camaro’s launch in early 2009. The LS7 also is modified with a wet-sump oiling system; the production engine features a dry-sump system that requires an external oil tank.
Backing the LS7 engine is a production Tremec 6060 six-
speed manual with a GM Performance Parts Hurst shifter. Additional drivetrain details include:
Brembo four-wheel disc brake package
Lowered ride height
Custom 20-inch wheels
Driveshaft safety loop
GM Performance Parts exhaust system
The Camaro LS7 concept is painted Victory Red, with matte black accents on the hood and taillamp panel. “LS7” logos are strategically placed and warn those in the know this Camaro means business when the Christmas tree lights count down to green. It’s all business on the spartan interior, too, with base trim and few accessories to minimize overall mass for a quicker elapsed time.
Although the Camaro LS7 Concept is just that – a concept – its duplication by enterprising enthusiasts and racers is enabled by GM Performance Parts’ LS7 crate engine package. It delivers a fully assembled, production version of the engine, complete from the intake manifold to oil pan. An oil reservoir for the standard dry sump system and GM Performance Parts’ LS7 engine controller (part number 19166567) are all that’s necessary to get the engine running in an enthusiast’s project vehicle – well, that and a chassis capable of handling more than 500 lb.-ft. of torque!
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