The Forgotten Last True Yenko: The 1981 Camaro Turbo Z

  

Summary

The 1981 Yenko Camaro Turbo Z was the last true Don Yenko specialty car, not the 2010 Camaro that merely carried the licensed Yenko name.

Don Yenko developed the Turbo Z to give the 175-hp 1981 Z28 a much-needed performance boost.

Only 19 Stage I & II Yenko Camaros were built, including just 3 Stage II Turbo Zs.

A 7-psi turbocharger boosted the 350 V8's estimated output to roughly 210–225 hp.

Performance upgrades included a Turbo 350 transmission, Positraction, Koni shocks, stiffer stabilizer bars, and unique Yenko styling.

The Turbo Z could reportedly cut about three seconds off the stock Z28's quarter-mile time.

Despite its performance focus, it was loaded with luxury features like leather seats, air conditioning, and tilt steering—but no radio.

One sold for $66,000 at Mecum in 2018, potentially a bargain considering its rarity and place in Yenko history.

With only three Stage II examples built, the Turbo Z is one of the rarest and most overlooked Yenko Camaros.

1981 Yenko Camaro Turbo Z 

Car enthusiasts, including many knowledgeable Camaro fans, often believe one of two things: either the last Don Yenko specialty car was the 1971 Chevy Nova Yenko, or it was the 2010 Chevy Camaro Yenko. However, neither belief is actually true.

2010 Chevy Camaro Yenko - Not A True Yenko

The 2010 Chevy Camaro Yenko is, in fact, not a true Don Yenko car. Chevrolet obtained the rights to use the Yenko name on the 2010 Camaro, but that alone does not make it an authentic Don Yenko creation. Unlike the original Yenko cars, which were modified and sold through Don Yenko's dealerships, the 2010 Yenko Camaro was simply a special-edition Camaro produced under license. Don Yenko himself—and the original Yenko operation—had nothing to do with its development.

Stage I & II 1981 Camaro Yenko Turbo Z

While the 1971 Chevy Nova Yenko may be the last well-known Yenko specialty car, there was one genuine Yenko model that followed it. The extremely rare Stage I and Stage II 1981 Camaro Yenko Turbo Z may not have arrived during the golden age of muscle cars, but like most Yenko creations, these Camaros were modified to produce considerably more performance than they offered from the factory.

Thanks to tightening emissions regulations, the 1981 Camaro Z28's 350-cubic-inch V8 was rated at just 175 horsepower—far from the fire-breathing muscle cars of the late 1960s. Don Yenko decided one of his final automotive projects would be giving the Chevrolet Camaro the extra power it desperately needed.

1981 Yenko Camaro Stage I & II

Only 19 Stage I and Stage II Yenko Camaros were built through Don Yenko dealerships. Of those, just three were Stage II Turbo Z models, making them among the rarest Camaros ever produced. Today, all 19 examples are considered exceptionally rare and feature numerous visual and performance upgrades.

Not only did the 1981 Yenko Camaro receive enough performance enhancements to shave roughly three seconds off the stock Z28's quarter-mile time, but it also came loaded with nearly every luxury option available from the factory, including leather seats, air conditioning, a tilt steering wheel, and more. The only thing it didn't include was a radio. In its place was a distinctive "Yenko Turbo Z" identification plate.

1981 Yenko Camaro Upgrades:

• 7-psi turbocharger added to the 350-cubic-inch V8
• Turbo 350 automatic transmission
• G80 Positraction rear differential
• 3.08:1 rear axle ratio
• Koni shock absorbers
• Stiffer stabilizer bars
• IROC front spoiler
• Turbo Z-specific decals and floor mats
• Leather-wrapped racing steering wheel

So, how much horsepower did the turbocharged 1981 Camaro Yenko produce? No one knows for certain, but most experts estimate the output to be somewhere between 210 and 225 horsepower.

While those numbers may not sound impressive by today's standards, they represented a substantial increase over the stock 175-horsepower engine and made the Turbo Z one of the quickest third-generation Camaros of its day.

Heading To Mecum Auto Auction

If you're thinking about adding one of these rare Camaros to your collection—especially one of the three Stage II models—good luck finding one.

The last 1981 Camaro Yenko Turbo Z to cross the auction block sold for $66,000 at a Mecum auction in 2018. Considering its rarity and significance as the last true Don Yenko specialty car, that seems like a bargain today. It's possible many bidders simply weren't aware of the car's fascinating history or just how rare it really is.

1969 Chevrolet Nova Yenko/SC: Fastest and Rarest of All Yenko Vehicles

Summary

One seriously rare Nova: Only 37 Super Novas were sold through Don Yenko's dealership, with only about 7–10 known to survive today.

Don Yenko wasn't messing around: He took the already stout Nova SS 396 and decided it needed a 427 big-block. Because apparently 396 cubic inches wasn't enough.

Even Yenko called it lethal: Don himself described the cars as “lethal and barely legal at best” and called it the craziest project he ever did.

The recipe was nasty: L72 427, roughly 450 horsepower, 780-cfm Holley carburetor, aluminum intake, Muncie M21 four-speed, Positraction, and serious F41 suspension.

It could stop, too: Heavy-duty power front discs, rear drums, and upgraded suspension helped keep all that big-block insanity under control.

Quick for 1969—and quick by any standard: The Super Nova was estimated to hit 0–60 mph in about 4.7–5.1 seconds, run the quarter-mile in the 11s, and reach roughly 120 mph.

It didn't look crazy: Yenko kept the exterior relatively understated, adding his famous decals, emblems, a Stewart-Warner tach, and optional Torque Thrust wheels.

Want one today? Bring money: A real Super Nova is extremely valuable, and replicas or fakes can look convincing enough to separate an unsuspecting buyer from a very large pile of cash.

Do your homework: If you find one for sale, verify the documentation, specifications, and history with a Yenko/Nova expert before handing over the check.

Bottom line: The Super Nova was Don Yenko taking a compact Chevy and stuffing it full of big-block attitude. It may have looked like a mild-mannered Nova, but underneath was a 427-powered street-legal lunatic.

1969 Chevrolet Nova 427 Yenko/SC — Super Nova

The 1969 Chevrolet Nova 427 Yenko/SC, also known as the Super Nova, is said to be the rarest and fastest Yenko vehicle ever built. With only 37 of these bad boys sold through Don Yenko's dealership, there are only about 7–10 known to still exist today.

Taking The Nova SS To The Next Level

Mr. Yenko used the Nova SS as the starting point for his conversion because it was already equipped with a lot of high-performance parts he could use for the project. And not to say that the '69 Nova SS with the 396 cu-in engine wasn't already a pretty stout vehicle, but Don Yenko always loved to push the envelope.

The only problem Don had with these 427 Yenko/SC projects was that, in his own words, “These cars are lethal and barely legal at best.”

He went on to say, “It's the craziest project I ever did.”

And when the guy who built it tells you it's crazy, you might want to pay attention.

Problems With Insurance Companies

Since the Nova was labeled a compact car, it was almost impossible to get your Super Nova insured. Insurance companies were already a little shy about insuring the Nova when it had the 396 engine, but putting a beefed-up L72 427 into a car classified as a compact—and then adding even more performance goodies—left insurance companies feeling pretty uncomfortable about taking on the risk.

What insurance companies saw was that street racing was becoming more and more popular and dangerous, and all that extra performance could give drivers even more incentive to push the limits.

And oddly enough, although the Nova was labeled a compact car, it actually weighed about 50 pounds more than the ’69 Yenko/SC Camaros. The Camaros had fewer problems with insurance companies because they were classified as sports/muscle cars.

In the end, as far as anyone knows, there were no Yenko fatalities.

The Super Nova Go-Fast Recipe 

It starts with yanking out the 396 cu-in engine and replacing it with an L72 427 cu-in big-block that would produce an estimated 450 horsepower.

The original 396 heads were used on the 427, helping produce an 11.0:1 compression ratio. Also added was an aluminum intake manifold, a 780-cfm Holley four-barrel carburetor, and an AC Delco single-point ignition system.

Add in a little extra high-performance tuning, and the heart of the Super Nova was ready to pound the pavement and embarrass competitors.

Slamming gears was easy with the Muncie M21 four-speed transmission. Making it even more fun was the Positraction rear end, available with either 3.55 or 4.10 gears.

Keeping all that power and asphalt under control was an F41 heavy-duty front and rear suspension with an 11/16-inch-diameter front anti-sway bar.

And when it was time to put the brakes on after some serious pedal-to-the-metal action, a Delco-Moraine heavy-duty master cylinder activated the 11-inch power front disc brakes and 9½-inch power rear drum brakes. 

How Did The Super Nova Perform?

It performed like an out-of-control monster.

The Nova could reportedly get from 0–60 mph in roughly 4.7–5.1 seconds while tearing down the quarter-mile with estimated 11-second passes and reaching a top speed of about 120 mph.

For a compact car from 1969, that's one hell of a recipe.

Visual Hop Ups For The Nova

There isn't a whole lot to talk about here—and that was intentional.

Don wanted to keep the Nova looking pretty modest. His classic Yenko decals were placed on the exterior, with Yenko emblems both inside and out.

A Stewart-Warner tachometer was installed for hard-driving accuracy, and it looked pretty damn cool, too.

For wheels, 14-inch wheels were standard with dog-dish hubcaps, while some cars came with 14-inch Torque Thrust wheels.

Coming Across One Of These Rare Novas For Sale

First, if it is a true Super Nova, you should be prepared to have a lot of money on hand.

Second, make sure it's real.

These cars aren't exactly impossible to replicate, and if you don't know what you're looking at, you could lose a fortune.

That's not to say a true Nova SS 396 isn't a nice car to own or invest in, but they aren't nearly as valuable as a true '69 Yenko/SC Nova.

There are plenty of little details that can tip you off to an impostor, so make sure you have a Nova expert—or a trustworthy set of factory specifications and documentation—you can cross-reference with the car.

Don't just take someone's word for it.

Happy Hunting!