Some cars just grow on their owners with each model year. Call it a case of finding something you like and sticking with it. That's what happened for Martin Boyd of Huntington Beach, who owns this Totally Hot 1969 Chevy Nova.
This, of course, isn't his first Nova, nor is it his last. But it's a particularly prized possession, and it's easy to see why.
"I'm from New Jersey originally, and have had Novas since I was 16," Boyd says. "I've had the Nova itch ever since. When I moved to California I needed to have one."
So Boyd went on eBay in 1999 and found this baby, though its dilapidated condition then was nothing like the muscular machine it is now. Still, it took a while for Boyd to make this car into what it is today.
"As soon as I bought the house, that took priority," he said.
With the house done, Boyd finally got the chance to focus his attention on the car.
"For better part of the last two years I've been working on it," he said. The engine compartment alone he can only describe as a "disaster."
Now the car boasts a 350-cubic-inch GM crate V-8 engine, three-speed transmission, new suspension, new interior, new exhaust and a gorgeous paint job.
"I struggled with colors for years," Boyd said of the exterior. "Originally I wanted to do a two-tone."
He settled on gray and black, with a fine red pinstripe separating the two. "My original choice was silver on the side and black on top, but it looked too Harley-Davidson for me," he said.
Aesthetics aside, Boyd says the car "handles like a dream" when he has the chance to drive it.
"My daily driver is a little Toyota Yaris," said Boyd, who is a vice president at Toyota's Material Handling division in Irvine. "I figure with the money I save I'll dump it into my car."
And then there is another vehicle Boyd owns and plans to restore – a 1966 Nova station wagon.
"That one I ripped apart to a shell," he said. "I always need to have a project."
1962 thru 1963
The popular Chevrolet Nova was introduced as the Chevy II in 1961 as a 1962 model. It offered buyers a third choice in terms of size, standing between the (then) compact Corvair and the full size Chevrolet. The plans for the Chevy II began in December of 1959 with the code name H-35. The Chevy II was designed as a relatively plain intermediate "economy" car powered by four and six cylinder engines, to steal sales away from the popular Ford Falcon. Production began in August of 1961 and as the Chevy II gradually became available with many engine, trim, and convenience options, it joined in the performance ranks of the mid-60's as an inexpensive musclecar. The 153-ci 4-cyl and the 194-ci 6-cyl were all new engines when the Nova debuted on September 29, 1961. It was the first car to offer a Chevrolet 4-cylinder engine since 1928. That engine would later be used as a base for the development of GM's 4-cylinder sub-compact engines of the late 70's and 80's.
A strong following had been generated by Chevy's diminutive compact since its introduction in 1962, thanks, in no small part, to its sensible size and sporty appeal. But while the rest of the Chevy lineup was intoxicated by the heady horsepower generated from big blocks, the Nova maintained its compact car status and plucked its performance from the 153-ci in-line 4-cyl and the 194-ci straight-6.
A Super Sport option (RPO-Z03) first became available on the Chevy II Nova 400 line in 1963. This was the only year that Chevrolet built a "drop-top" Nova SS because it discontinued the convertible body style on Novas in 1964. This made the 1963 convertible SS one of the most valuable Novas, even though it only came with the 194-ci 6 cylinder.
1964 thru 1965
With the introduction of the factory-installed, 195 and 220 horsepower 283 small blocks (L32 and L77) in 1964, the 2,500 pound Nova began taking on the image of a real musclecar. The Nova was the willing recipient of an even larger infusion of horsepower in 1965. The 327 was deemed as an acceptable means of motivation for the Nova and was added to the option list. Both the 250 and 300 horsepower variants (L30 and L74 respectively) could be specified on the order form, and when coupled to the optional close-ratio four-speed and a set of 3.36 gears, the Nova was an unpleasant surprise for many unsuspecting stoplight bandits. The 1965 Nova was significant for many reasons. Not only was it the first year for the 327 cid engine but is was the only year a Powerglide transmission could be ordered with a high performance 327. It was also the first year for the twelve-bolt posi rear, an in-dash tachometer, and a FM band radio.
Still available on the last of the first-generation Novas, the Super Sport package remained virtually unchanged from the preceding years. Bucket seats, a floor shift and a console were expected ingredients included in the SS package, as were the Nova SS badges on the quarters and rear cove area. A slight restyling put the turn signals in the front bumper rather than in the grille, while out back a new taillight treatment could be found. As a true performance platform, the Nova was finally beginning to come around.
1966
Hot on the heels of the newly restyled Chevelle came the Chevy II Nova. It, too, underwent a complete restyling in 1966 into what many Nova aficionados consider the most desirable example of the marquee. The new Nova Super Sport was available with the economical six cylinder, or myriad mouse-motor derivatives, but clearly the hot ticket was the L79 version of the 327.
Rated at 350 horsepower, this mighty mouse sported factory hardware that rivaled even the best stuff down at the local speed parts emporium. Forged high-compression pistons, a performance-profile camshaft, big-valve heads, and an aluminum intake mounting a four-barrel Holley comprised the basis of this tarmac terror. Chrome engine accents finished off the package, including the valve covers, oil filler and cap, and the unique dual opposing-snorkel air cleaner. When strapped into a lightweight package like the Nova (less than 3000 pounds, ready to run!), well, you don't need much imagination to figure out the rest. Out of the box, the L79 was good for a 15-second quarter at about 95 mph. With a few judicious tuning tricks, headers, and some much needed slicks, even a novice could click off 13's without much difficulty.
Of the 172,485 Chevy IIs sold during 1966, the Nova Super Sport accounted for 20,986 units. It was also one of the most subtle of the super-cars. There was little to differentiate the SS version from its more sedate siblings, save for a few innocuous emblems found on the grille, rear cove and both flanks. And unlike the Chevelle's unmistakable big-block flags, the Nova's engine emblems weren't giving anything away either; they looked just like the small-block emblems found on Caprices. In fact, because they appeared so harmless, a favorite pastime of many Nova owners was to troll for the unsuspecting on their favorite cruise circuit. Once the hook was set, it took some pretty serious horsepower to put away the L79 Nova. With 5,481 Novas built in 1966 utilizing the mighty mouse L79, Chevrolet's street supremacy was matched only by that of their showrooms.
1967
Very few changes were implemented on the 1967 Nova, both physically and mechanically. After all, why mess with a good thing? An almost indiscernible grille change was the main external difference between the 1966 and 1967, while on the interior a new pattern was used on the seat covers along with a contrasting color stripe centered in each seat.
Under the hood, things weren't quite as bright as they'd been in the preceding year. The dealer ordering guides listed the 275-horsepower (L30) 327 as the top engine option, although Chevrolet production data indicates there were a total of six 1967 Novas built with the L79 variant of the 327, cranking out 325 horsepower. Four-speed transmissions were still a popular option for the sporty compact and 6,058 M20 wide-ratio gearboxes were installed at the owners request. Oddly, only two close-ratio M21 four-speeds found a home beneath the floorboards of the 1967 Nova.
The total production run of 1967 Novas was 106,430 with 10,069 of them bearing the Super Sport option. Most Nova Super Sports (8,213) were fitted with small-blocks, but 1,856 supported six-cylinders under their hoods. Seldom seen options include the A81 Astro-bucket head restraints (198 total), the J52 disc brakes (565 total), the N34 sport steering wheel (386 total), and the U15 speed warning (415 total).
There was a little known recall in 1972 for all 1965 thru 1967 V8 equipped Novas. Recall #70C10: Engine Torque Limiting Cable and Bracket Assembly. It's two cables that are bolted from the front cross member to the front of the engine block on each side. These were installed because too many Novas were breaking their engine mounts causing the engine to torque over too much and create an uncontrollable acceleration. (Thanks go to Stephen McNabb for informing me about this recall.
While it was only produced for two years, the 1966-1967 Nova is certainly one of the cleanest, most collectible Chevys of all time. And with the right engine combination, it was one small-block musclecar that cooked as good as it looked!
1968
While the first two generations Novas were genuinely nice cars with their clean, crisp styling (not to mention the incredible performance they had when fitted with the L79 350 horsepower, 327 incher), they were still, well, pedantic transportation devices. All that changed, however, with the introduction of the 1968 Nova. Conforming with the popular muscle machine formula of a relatively long hood and a short rear deck, the 1968 Nova launched itself right into the hearts (and garages) of those who wanted a subtle, yet effective street stomper. Small SS badges on the grille and between the rear taillights were the only tips that this was anything but granny's grocery getter.
The baddest of the bad were those who opened their eyes (and wallets) for the right option boxes. The 1968 Nova was the first of its kind to receive an infusion of big-block power. And, in order to ensure that you got what you wanted, you had to walk the salesmen through the ordering process. The big-block Nova simply was not a well-known option and early in the model year was not even included on the salesman's order forms. If you had the patience and perseverance, however, as well as the right option codes, you could be the first on however, as well as the right option codes, you could be the first on your block to have one of these boulevard burners parked in your driveway. Only two big blocks were assigned to the Nova - the L34 350 horsepower (234 built), and the L78 375 horsepower (667 built). Because of their obvious rarity, they are both highly sought after today by Nova aficionados.
The L78 was doing well in the NHRA manual stock classes since its introduction in April of 1968. Fred Gibb was a drag racer and Chevrolet dealership owner so he convinced Chevrolet performance engineer Vince Piggins to install the TH400 automatic transmission in L78 Novas so they could compete in the NHRA automatic classes also. NHRA required at least 50 cars be built and available to the general public before they would recognize them as stock for the automatic class. The 50 L78's with the TH400 (COPO 9738) were built during the first two weeks of July 1968 and delivered to Gibb's Chevrolet dealership in LaHarpe, IL, on or before July 15, 1968.
If you weren't convinced that a big engine in a compact car was the way to go, you could opt for the 350, rated at 295 horsepower for 1968. Talk about your ultimate sleeper, this one could be delivered sans and performance emblems! Still, it could be ordered with any transmission, including the M22 four-speed, and any final drive ratio on the options list. It found favor with a total of 1,274 mouse motor maniacs who obviously believed good things came in small packages.
Just as Ford created the Mustang in 1964 from its intermediate Falcon, Chevrolet used the upcoming redesign of its intermediate as the basis for its own pony-car in 1967, the Camaro. While many say the 1968 and later Novas were just Camaros with a trunk and seating for five, the platform was actually designed first for the Nova and then quickly introduced in 1967 as the Camaro to catch up with the Mustang. From there, the Nova and Camaro would follow a similar evolutionary path, in terms of suspension and engine availability, until the Novas demise after 1979.
NHRA: 50th L78 Built - NHRA: 50 Automatic L78's BuiltThanks to Ray Morrison for providing me the above documents.
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