Warren LeVeque

    1966 Yenko Stinger YS015
 
YS015 Preparation (red car, black stripes)
 
    YS015 started it’s life with me in 1972 as a rusted out hulk with a blown engine, so modifying it was done without conscience.
 
     The body is all fiber glass except the top and is 2 inches wider over each of the wheels. Doors are fiberglass also. The deck lids are carbon fiber and mounted on lightened hinges. All windows are Lexan-no wipers. The current weight is 1900# at 42/58 distribution. This includes the SCCA 50# CP penalty for 12” wide wheels.
 
    Everything possible is moved to the front: 8 gal fuel cell, huge oil cooler, oil filter, ballast, battery with 2 alum cables, and fuel pump. Since you currently can’t move the engine the wheel base is lengthened the allowed 3% by moving the hubs rearward.
 
   The 12 point cage holds all of this together from front suspension to rear suspension. The top and all window posts are gutted and all flanges are removed. Dash is gutted. The lightest Kirkey alum. seats are used. The remaining rocker panels/frame rails keep the car from being a “tube frame” and from incurring a 10% weight penalty.
 
   The front sub-frame is raised. The front air dam is hard rubber due to the extreme lowness. The a- arms are tubular and have rod ends, including the brake reaction rods. Bump steer has been corrected.
 
Front wheels are 13 x 10” with 20 x 9 x13” Hoosiers.
Steering is by F 41 box and arms with 3 ½ turns. 14” removable steering wheel; heim joint supported.
 
     There is no rear sub-frame, the transaxle is mounted to a roll cage extension. The rear firewall is alum. and removable for trans access.
Has solid lightened rear mount. There is no shift tube.
 
    The heel/toe pedals are extremely lightened.
 
     The front 1 1/8” bar and the adjustable rear 1” bar are both tubular, Mounted in aluminum pillow blocks and heimjointed.
 
    The rear suspension has all rod ends installed. The lower strut rods are aluminum and mounted in the stock inboard location. . Lateral movement is resisted by links parallel to the axle. The suspension has a very low roll center. No roll steer links.
   
    The trailing arms are notched , have rod ends and are forward mounted higher via another roll cage extension. The aluminum double Koni 350# spring/shock units are moved inboard of the lightened frame rails. The front springs are cut 500# Mustang II/Pinto wagon units with Koni shocks.
 
    The extra inboard clearance and wide body kit allows 15 x12” wheels with 11 x 23.5 x 15” Hoosiers.
 
     The front disc brakes are Cavalier based, have alum. Hubs and are vented to the parking light holes.
 
     The rear disc brakes are Cadillac Seville/S10 based. Both sets of brakes can fit under 13” wheels if needed for the sticky compounds and to reduce the wheel/tire/rotor flywheel effect. Aluminum master cylinder and brake bias adjuster.
 
     The engine is a 3100 cc with 8/1 compression and a torquey 280 Isky cam. The balanced engine has notched Mahle pistons. Valve train is all Isky with aluminum roller rockers and The Source lifters. The stock valve covers(for light weight) are widened. Hi- volume oil pump. Cam and Crank gear are pinned. The 140 heads are extensively ported. The valve seats are deep and ‘buried” by Levair. Valves are stainless. 7500 rpm is possible but usually stay under 6500 or less.
 
     The alum deep pan with lowered pickup is horizontally baffled and the push rod tubes baffled also. Multiple crankcase vents and aluminum catch tanks abound.
 
    Turbo charging uses a Rajay “E” flow with a late Crown .55 A/R exhaust section. Waste gate is a 2” Grand National unit set at 15 psi. The carb is a 45 DCOE progressive Weber. Stock exhaust logs are routed through wrapped stainless pipes to an extreme forward turbo location.
 
      The full size fan is ½ speed with alum alternator eliminator. Alum crank pulley. Spring idler is from Corvair Underground. Rear flaps are alum ducted to the fan inlet. Fan belt loss is indicated by an air pressure sensor. Starter motor is 9 # lighter alum. Offset Gear reduction.
 
     Ignition is GM HEI , with Accel coil and Seth’s solid core wires. Plugs are Bosch Platinum with .022 gap. Have in- dash tach and boost gage, but drive by shift light and waste gate.
 
     When running longer events, water injection is used both for detonation resistance through the carb injection and for additional cooling via spray into the fan inlet. The water injection is forced by pirated boost from the turbo and is directly proportional to the boost.
 
     The flywheel is a Scalloped Dale. Clutch is 6 puck, pressure plate is light with heavy springing.
 
     There is also a 2700cc E Prod legal naturally aspirated engine with 13/1 comp. ratio using 10mm NGK spark plugs. This engine has a 6 tube Q-jet intake mounted extremely forward. Cam is 310 Isky with Isky springs and retainers and Competition Cam Ford rocker arms. Exhaust is 1 ½” tilt tube with 6 into one header with lateral muffler/megaphone.
 
    Drive trains are either of: 3.55 with Autox trans, 3.89 with Yenko, or double close, All are 4 spider posi.
 
 Development never stops.
 
     This car in naturally aspirated trim won the SCCA Solo II Divisional Championships and in turbo form won the Daytona Road course event at the 2000 CORSA convention.
 
Warren LeVeque