There's a lot to be said for the old adage "don't mess with a good thing," and apparently Chevrolet agreed with that philosophy when they brought out the 1969 Nova. Visually, there was little to distinguish the newest Nova from the previous year's offering. But then, the 1968 Nova was a totally new package from the ground up. Perhaps the biggest changes came in the areas of safety and security, with power disc brakes being included as an integral part of the Nova Super Sport package while an ignition/steering column interlock made its debut as a theft deterrent. In fact, the locking column was standard equipment on all 1969 Chevrolets except the Corvair.
Powering the base 1969 Nova Super Sport was a 300 horsepower 350 incher (up five horsepower over the previous year) that could be had for the first time with a three-speed Turbo Hydromatic transmission. The 350 was revised internally, too, with stronger main bearing bulkheads and caps that were retained with four bolts rather than two.
As a street sleeper, the Nova SS was, without a doubt, the quintessential Q-ship. The usual gee-gaws that alerted everyone to the presence of a muscle machine were conspicuously absent. It was a combination that worked well. Especially when your Nova was fitted with the potent L78 engine. News of the L78 Nova combination traveled fast amongst the street savvy Bow-Tie believers, and production was way up over the previous year with 5,262 of them being unleashed on the otherwise unsuspecting public. Road tests of the L78 Nova showed it had the right stuff for doing battle on the boulevards. Even with skimpy E-70 tires and a 3.55 gear, mid 14's at more than 101 mph were easily attainable. Some tuning, headers, a 4.10 gear and more tire would put the Nova in the mid to low 13's.
For the Nova owner who liked the eyeball-flattening torque of a big-block, but didn't want to hassle with adjusting the solid lifters after changing plugs regularly to maintain optimum performance, there was another "not quite so nasty" Nova available. This one, equipped with the 350 horsepower version of the 396, was much more docile in day to day driving but could still take care of most stoplight encounters. Most Nova owners who wanted big-blocks under the hoods of their Super Sports preferred the max-output version, however, and only 1,947 of the tamer version were built.
1970
Nova fans are sure to lament 1970 as the last year for the Rat-engined compact. When it came time to appease the ever-tightening requirements of the insurance companies and government horsepower Gestapo, the Nova was the first on the chopping block. Even so, its final year with big-block motivation under the hood is one to be well remembered.
The big-block was certainly nothing new to the Nova lineup, having been introduced as a factory option when Chevy brought out the current body style on 1968. The hot setup was the L78 version of the 396, churning out 375 very strong horses. Now in its third year of production, the L78 Nova wasn't the well-kept secret that it once was and each passing year saw it produced in more prolific numbers. As in previous years, the hottest 396 outnumbered the still respectable 350 horsepower version, and in 1970 it accounted for 3,765 units compared to 1,802 Novas delivered with the "smaller" of the two big-blocks.
Mechanically, the L78 engine remained much the same as in the previous years, the only exceptions being an slight overbore (to actually displace 402 cubic inches) and a new intake manifold. While it still mounted a Holley carb, the intake was reconfigured to clear lowered hood lines on other Chevrolet models. And while the Nova still had more than adequate hood clearance, the smog certification for the L78 was completed with the new "low-rise" intake in place. Of course, the base powerplant for the SS Nova was a very capable 300 horsepower 350 small-block, especially when you consider its 3300 pound weight. In stock form, the SS 350 Nova was good for respectable 15 second clockings while the 375 horsepower big-block version was coaxed into the 13's quite easily. Anyone but the most ardent Nova fancier would have an extremely difficult time discerning between the 1969 and 1970 versions; a slight taillight revision (larger lenses with the backup lamp moved to the middle of the lens) is probably the most evident clue. Super Sport insignia was still found on both the grille and rear cove areas (along with a blacked-out treatment), but that's about it. The downplayed visuals made the Nova a sleeper in the truest sense of the word and undoubtedly account for its popularity amongst the serious street runners. But they would have to find a new favorite for the coming year; the big-block Nova would be out of the performance picture for 1971. In fact, 1971 would bring about some tremendous changes for the performance enthusiast - none of them for the better. Unquestionably, 1970 will forever be regarded as the high point of Nova (and Chevrolet) performance.
1971
The Nova gave up a tremendous part of its performance value in 1971 when the big block disappeared completely from its list of available power-plants. Even in the smog-laden, low-compression form, big-blocks were still a part of the picture for the Chevelle and Camaro lineups. But tightening emissions and a decreased demand spelled doom for the Rat-engined Nova, much to the chagrin of Deuce lovers everywhere. If factory-built, Bow-Tie performance was what you were after, your time was better spent looking in other areas. Of course, that's not to say that the 1971 Nova was an incapable performer.
With a Q-jet fed 350 as its means of motivation, a 1971 Nova SS could click off low 15 second clockings at about 89 mph. With a few standard hop-up procedures, the Nova SS could start to deliver on its performance promise, and the ET could drop to mid 14's at speeds over 94 mph without sacrificing reliability or raising compression above its normal 8.5:1 ratio. Transmission availability for the SS was somewhat restricted; a decision had to be made between a wide-ratio four-speed or the Turbo 350 automatic.
Like the Camaro, the 1971 Nova was virtually indistinguishable from its immediate predecessor. Perhaps the most easily discernible difference was the lack of front fender louvers. Super Sport medallions could still be found in the grille and rear cove areas, both of which received the blacked-out treatment. Further proof that performance was becoming less important was evidenced by the fact that the bright engine trim, previously included as part of the SS package, was conspicuously absent. And while disc brakes remained a part of the SS package, the vented rally wheels that accompanied them were also relegated to optional status. The base wheel became a 7x14-inch steel unit sporting what was essentially a "baby moon" hubcap with the Chevrolet Bow-Tie embossed in its center.
Not surprisingly, sales of the sporty Nova also dropped off in 1971. There were a total of only 7,015 Super Sport Novas constructed during the model year, a sizable drop from the previous year's sales of 19,558 Nova SS's.
As an addendum to the Nova lineup, the Rally Nova (RPO-YF1) was created in 1971. This pseudo-musclecar featured a special striping package, blacked-out grille, rally wheels, and a sport mirror as the visuals, while any engine available for the rest of the Nova line could also be specified. 7,700 Rally Novas were built to meet the demands of buyers who wanted the appearance of a muscle machine without the insurance hassles usually attached to one.
1972
Unquestionably, the third generation Nova had secured a spot in the hearts of street savvy runners, particularly those with a penchant for going fast without looking the part. As a consequence, it also secured a spot on the Chevrolet hit parade as its popularity was reflected in sales figures. The restyled Nova, which made its debut in 1968, was a handsome package, to be sure. The boxy lines of its predecessors were exchanged for a more fluid, muscular design, and the "new" Nova was and instant hit. Especially when it was fitted with big-block motivation.
But the factory-installed big-block Nova had its last gasp in 1970. Despite it small-block power, the popularity of the Nova Super Sport continued into 1972, without major revisions - stylistically or under the hood. In fact, the demand for Nova Super Sports gained momentum as a total of 12,309 were built in 1972 compared to 7,015 in 1971.
The 1972 Nova SS could be had with only one engine, although buyers could specify either a three-speed automatic or a four-speed manual transmission to back it up. The engine was the L48 small-block, displacing 350 cubic inches and fed through a single four-barrel carburetor. Its horsepower rating was pegged at 200 (net horsepower figures were now used). This was good enough for 15.4 quarter mile ET's with a trap speed of over 88 mph. A unique option was added to the Nova line midway through the production year - a sliding fabric sunroof known as the Skyroof. Officially called the Ventura II Folding Sunroof, it was installed on 6,822 Novas in 1972. Each color carried it's own RPO code: White (RPO-WV1), Black (RPO-WV2), Blue (RPO-WV4), Pewter (RPO-WV5), Covert (RPO-WV7), Tan (RPO-WV9) and Green (RPO-YH8). The Rally Nova continued production in 1972 with a total of 33,319 built.
1973
The Nova received a minor appearance change in 1973. The rear side windows were enlarged, larger front and rear bumpers were government mandated, and new grill and tail lights freshened-up the look of the Nova. The door vent windows disappeared and a new three-door hatchback body style was introduced. The Nova Custom was the new top-of-the-line body style in 1973 and the Rally Nova was dropped. The SS option was body style in 1973 and the Rally Nova was dropped. The SS option was now available with any engine, even the 6 cylinder. The package included a bold side stripe and a blacked-out grille and tail light panel. The Skyroof option was still available but this was the last year. 3,259 Skyroof Novas were built for the 1973 model year built unlike the previous year, all colors carried the same RPO code (RPO-CF1).
1974
The Nova remained generally the same for the 1974 model year except for slight revisions to the front and rear bumpers. The SS option was slightly revised with new stripes now on the hood and trunk. The tail light panel was no longer painted black but the window frames and sport mirrors were. In celebration of the upcoming bicentennial, Chevrolet created the Spirit of America Nova (RPO-Z51). This one-year option included special red, white and blue trim, stripes, and interior. There were 14,463 Spirit of America Novas built.
1975
The 1975 Nova had undergone a complete change in sheet metal along with some technical refinements in the frame, front suspension, and brakes. Also new for 1975 was the 4.3 liter 262 V8 engine, a catalytic converter was added to reduce exhaust emissions, electronic ignition, mandatory use of unleaded fuel on all engines, standard front disc brakes and steel belted radial tires on all models. The Nova Custom remained as an upscale version of the Nova but the new top-of-the-line package was the LN (RPO-Z11) which stood for Luxury Nova. The hatchback also continued with the new body
1976
Both the 262 V8 and the LN only lasted one year. They were replaced in 1976 with the new 5.0 liter 305 V8 and the Concours respectively. 1976 was the last year of the SS and it was not much more than special badges and a stripe kit option that could be ordered with any engine including the 250 base six. The SS did, however, receive a new diamond pattern grille with clear, horizontal turn signals. To commemorate the Olympic games in 1976, Chevrolet created the "Gold Medalist" Nova (RPO-Z78). It included special gold paint (paint code 53) and "Gold Medalist" emblems. While there are no specific numbers for the Medalist package, there were 5,489 Novas built with this special gold paint.
Another interesting package for 1976 was the Nova Shark. Little information about this car has been made available but rumor has it that it was a Chicago area dealer option in conjunction with the release of the movie "JAWS". Other rumors say only 300 were produced and they had rear disc brakes.
1977 thru 1979
While the Nova SS name was dropped for the 1977 model year, the Z26 package continued as the Nova Rally. It kept the diamond pattern grille, but received a different, three bar stripe. The Nova Custom name was also brought back to replace the Concours. All 1977 Novas received a new instrument cluster and dashboard and in 1978 they got a new steering wheel. The other changes to the 1977-79 Nova line consist of refinements rather than great technical changes. The only visual change was in 1979 when the Nova was given squared headlights. The Nova Rally continued for 1979 but it lost the diamond pattern grille. The last Nova built rolled off the assembly line on December 22, 1978.
The last generation Novas (1975 thru 1979) have long been in the shadows of its more popular older brothers, the 1962 thru 1967 Novas and the 1968 thru 1974 Novas. Although the "Late Model Box Novas" were built long after the government and insurance companies killed the performance musclecars of the late 60's and early 70's, they are no less impressive. Mark my words, these Novas will become more popular as older Novas get harder and harder to find. With standard disc brakes, a refined chassis and front suspension, and cheap prices, these Novas make a great foundation for some mean street machines.
No comments:
Post a Comment