Messages

151

General Discussion / Re: Vintage 1967 Yenko photo's

« on: January 22, 2015, 02:05:56 AM »

the black Yenko from Central had the Yenko crest emblems added to it later in it life
They used the black and chrome Yenko crest not the 1968 style crest
There are a number of 1967 Yenko Camaros that had a Yenko crest emblem added during the restoration but no yenko crests are shown in the original pictures

When Yenko did the conversions, they removed the 350 V emblem or the 396 V emblem and added the 427 numbers on the fender. I believe they used 1967 Corvette hood 427 emblem. All the original pics I have show this but there may have been exceptions

When Dick Harrell did the conversions, they swaped out the 396 V emblem for the 427 Impala V emblem

Yenko converted the cars in PA  and Harrell did the cars in St Louis
a pic of a Yenko Harrell Camaro ys739

152

General Discussion / Re: Vintage 1967 Yenko photo's

« on: January 21, 2015, 01:18:52 AM »

ED , great pictures

this is a Yenko SS396 to SS427 Camaro conversion so it is not the butternut yellow Yenko Camaro used in the early ad
it has the black tail panel and the vin is later then the early Yenko Camaros

The early Yenko Camaros were converted SS350 cars

this car has the stock hood with hood pins which is how most of the 67 Yenko Camaros were equipped

153

General Discussion / distributor mach adv weights

« on: October 02, 2014, 01:10:50 PM »

there was a post asking about distributor weights but I can't find it

came across these

the dist shown is a 499 8M28 ,I had for 20 yrs and it was barn fresh then and I never cleaned it or anything
it still has the rubber bumper stop

I think it has original weights and they have holes in them

most of the 1960s weights I have don't have the holes and look the same

the other pic shows some other weights and each are a little different shape
the cad plated ones are aftermarket , I think the others are Chevy

the scotch tape tin is 1940s

154

Maintenance / Re: Hurst Shifter Adjusting Blocks/Rods

« on: October 02, 2014, 12:52:06 PM »

had this problem many times

be careful as too much force with snap off the end of the rod

if it looks like the threaded end won't move, I hack saw a slice in it on the thin part parallel to the rod, not deep enough to hit the thread

it ruins the rod end but saves the rod

155

General Discussion / Re: My New '68 Camaro Z/28 Butternut Yellow

« on: September 16, 2014, 12:49:20 PM »

I never liked that "walking the distributor rotor"..... method because the oil pump drive shaft is held on the oil pump shaft with a plastic/nylon bushing. Those bushings can split in half pretty easy when they are old.

I think the "walking the distributor rotor" method may put the old bushing at more risk. Would not want to risk that when all you have to do is turn the shaft with a long screwdriver to alien it. May take a few tries but I never had a problem with doing it that way. Normally drops in with the first or second try.


on your Z .. check that your points wires don't interfere with the mechanical advance inside the dist
I have seen where an engine would idol fine but when the dist advanced, it would pull on the points and cause a missfire

156

General Discussion / Re: Govt Seized Yenko's & Muscle Cars

« on: September 14, 2014, 01:26:49 PM »

What I thought was very interesting was that Lynn Yenko (Don's daughter) was in attendance and commented in the article

"Looking out at the auction floor she paused to consider what her father might have thought."

“I think he (Don Y.) would be very pleased,” she said.

157

General Discussion / Re: Distributor Questions..

« on: August 28, 2014, 02:31:16 PM »

the GM weights are different and will give you a different curve since they work on centrifugal force

I have 1969  1111499 8M28 dist in unrestored condition, that has holes in the big end of the weights

someone did a comparison of the weights using same dist with same springs on a dist machine

they did a bunch of GM and aftermarket weights and mapped them out on a graph and you can see the different shapes of the curves RPM vs degrees

158

General Discussion / Re: 69 Z/28 X77 garage/barn find

« on: August 27, 2014, 12:32:11 PM »

great find and nice pics

on the shifter, I think someone may have added the Hurst aftermarket style spring clips
I see them a lot and unfortunately those clips damage the factory rubber molded bushings.

the AIM shows a washer and cotter pin on the forward levers with the rubber bushings and a washer and spring washer and cotter pin
on the reverse lever that had no rubber bushing.

 

159

General Discussion / Re: First Camaro delivered to Yenko going to auction

« on: August 27, 2014, 12:11:19 PM »

There is quiet a bit of "creative interpretation" on that build but that 1967 Camaro vin is on a list of 107 "Yenko Super Camaros" that was sent to NHRA by Yenko Sports Cars.

Some background info from my research ........

Don Yenko sent a letter dated Aug. 7, 1967 with a 107 vin list and other documentation to NHRA in his effort to convince NHRA that the 1968 Yenko 427 Camaro should be accepted as a legal 427 powered Super Stock class drag car.

The 107 list has many of the documented 1967 427 Yenko Super Camaros on it but about 40 percent of the vins on the list do not have any documentation as 427 conversions.

In making his case to the NHRA, Don exaggerated things a bit as in the letter he also said he planed to build 600 1968 Yenko Super Camaros and had ordered 200 special base Camaros for conversion.

It is believed Don only ordered 70 1968 COPO 9737 L78 Camaros and not all were converted to 427 Super Camaros. The 1968 Yenko 427 Super Camaro production was about 64 units.

Yenko made a good effort to get the 427 Camaro legal in 1968 but not quiet good enough for NHRA. NHRA required 50 cars to be factory built to qualify for Super Stock and Yenko did build at least 50 427 Camaros  in 1967 and 1968. Yenko Sports Cars Inc was  accepted as a manufacturer by SCCA, and FIA for the Yenko Stinger Sports Car (over 100 units built) and the 1967 Yenko 427 Super Camaro was accepted by AHRA in their Super Stock class. Yenko did order special built 1968 COPO 9737 Camaros from Chevrolet so he did meet many of the NHRA qualifications.

The 1968 Hemi Darts and Barracudas and the 1968 428 Mustangs were accepted by NHRA and were not exactly standard factory built cars so Don did have a case but fell short on the NHRA definition of "factory built".

This all lead to Chevy building the 427 COPO Camaros and Chevelles for 1969.

160

General Discussion / Re: My New '68 Camaro Z/28 Butternut Yellow

« on: August 22, 2014, 11:40:59 AM »

I had a feeling the rubber bumper would be gone

ask the speed shop what he wants to do before he does it

be sure to get all your original parts back from the speed shop

he may change the springs and weights and add the brass stop

you don't need to install the timming tape on the balancer , you can just mark the balancer at 38 degrees or whatever you want to set your total timming at

161

Trans-Am Camaros / Re: New Zealand/Australian Camaros And Firebirds

« on: August 06, 2014, 12:47:32 PM »

that looks like the original owner day2 barn find L88 Camaro on ebay recently?

he said he liked the 68 Penske TA and copied some details from it

also had 1960s looking seat belts, fire extinguisher, roll bar , and the early style 1st gen Hurst shifter

162

General Discussion / Re: My New '68 Camaro Z/28 Butternut Yellow

« on: August 06, 2014, 12:31:59 PM »

not related to the carb problem but another thing to check on unrestored cars........

the distributor mechanical advance has a rubber bump stop that can dry out and crumble off leaving
a smaller diameter steel pin. This can change your timing and advance by a large amount

many people installed aftermarket advance kits that came with weights, springs, and a bronze bushing, so if your car has that it should
be OK but if it still has the rubber bushing you may want to check it.

163

General Discussion / Re: My New '68 Camaro Z/28 Butternut Yellow

« on: July 19, 2014, 09:28:51 AM »

congratulations that's a great find , its like a cool Camaro rat rod the way it is , with original patina

hows the Muncie shifter working on it?

they can get pretty bad with old dried out original grease in them

would like to see pics of the Muncie shifter if you get a chance

164

General Discussion / Re: Farewell And The Best For Ed!

« on: July 07, 2014, 12:28:57 PM »

where can I get a "Save ED" tee shirt?

I hope Ed returns also

165

General Discussion / Re: Stripe delete

« on: June 10, 2014, 02:17:59 PM »

I know the conventional thinking is that the trim tag was only for Fisher body assembly but maybe there was a reason to have items on the trim tag that were not only for Fisher but also needed for scheduling the main line.

If you look at some of the engine and trans codes and other codes, I don't know if they  were all needed by Fisher.
A good example is the large number of option codes on 1967 Chevelle BAL trim tags.

In the example of the 68 dash no paint code for nose stripe delete cars ........
Fisher did not put on the nose stripe but maybe the trim tag still needed to show a stripe delete Camaro.

A possible reason would be for some of the "scheduling rules" JohnZ  mentions in the research report on the assembly process.

If the special paint and other special order cars need more time or special tracking to meet special parts, process, or something else, that info would need to be considered when they were put into sequence. For example they may have needed to be sequenced together in some cases for assembly efficiency or paint efficiency but in other cases may have needed to be separated because of higher work station cycle/dwell times.

Even though Fisher would not have to know what nose stripe was used or not used, the trim tag may still needed to have the build order info on it for the scheduling.

here are quotes from JohnZ's report on assembly that I am referencing .......

"Scheduling:  There were usually six lines in the schedule bank - one for RS, one for A/C, one for SS and Z/28, and three for high-volume standard cars, so cars could be scheduled without having situations like three A/C's in a row, three consoles in a row, three RS's in a row, etc., as these had higher work content vs. the standard cars and scheduling two or three of them in a row would over-cycle certain line operations. "

 "Releasing:  When the clerk at the end of the body bank selected the next body based on the scheduling "rules" and released it from its line into the main conveyor to the Trim Line, the computer released the "Broadcast" file with the next sequence number, and it was sent to many teletype printers throughout the plant where subassemblies were built and sequenced for delivery to the Main Line to meet up with that particular car. The same computer program also generated the end-of-line paperwork for that car - the price sticker, car shipper, and other internal documents. "