Concours
Chevy saw a threat in the Ford Granada and Mercury Monarch which were considered near-luxury compacts with Euro style. When GM’s divisions were truly independent of each other, maybe Chevy’s leadership recalled that the Cadillac Seville was using a stretched Nova platform— Maybe they got an idea… Originally, the call was answered with the upscale 1975 Nova LN.

For 1976, they created a new name called Concours, though the car was still based on the Nova. It was marketed as a separate model altogether, and even had its own brochure. A more plush interior, unique grille, special taillights, bumper guards and added hood ornament transformed the Nova into a Concours. Like on the regular Nova, a Cabriolet vinyl roof appearance package was also available. Engine and transmission choices duplicated the standard Nova’s offerings— 250 1bbl I6, 305 2bbl V8, 350 4bbl V8 & 3-speed, 4-speed, automatic. Surprisingly, the Concours was never ridiculed for being one of GM’s famed badge-engineered vehicles.

The nameplate was used just until 1977. This year it received an even more formal grille and a taillamp revision. For 1978, the Nova Custom pressed on with ‘Concours-like’ luxury amenities.

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Citation
It replaced the Nova for the 1980 model year. The Citation was built on GM’s new front wheel drive X-body design. This platform was shared with the Oldsmobile Omega, Pontiac Phoenix, and Buick Skylark.

While the outside dimensions were smaller, the interior and trunk boasted more room than the outgoing Nova. This was mainly due to no driveshaft hump and a flatter trunk that didn’t need to accommodate differential movement. Also, while the last Nova weighed around 3400 lbs, the Citation saved weight by more than 800 lbs., coming in at just around 2400-2500.

The body styles included a 2-door notchback coupe, a 3-door hatchback and a 5-door hatchback. The base engines were either a 2.5L 2bbl I4 making 84hp or a 2.8L 2bbl V6 making 115hp. Transmissions were 3-speed auto or 4-speed manual.

The performance version was known as Citation X-11, which was offered with the 2-door and 3-door bodies only. It garnered a tighter suspension, rally wheels, raised letter performance tires, sport mirrors, power-bulge hood, rear spoiler, 6000rpm tachometer and full instrumentation. Also part of the package was a mild trim blackout group and what is probably the most tasteful graphics done to a smog-era performance vehicle. But the true performance piece this year was the special gearing in both automatic and manual transaxles which pushed acceleration to better numbers.

More true performance came for 1981. The X-11 received the 2.8L 2bbl High Output V6 this year. It gained 20hp over the base 2.8 which brought it to 135. Torque was rated at 165 ft/lbs. Also changed was the tachometer, which now rose to 7000rpm.

For 1981, the 2-door notchback was dropped, but came back late in the 1982 model year. Also in 1982, the 2.5L 2bbl I4 was dropped and replaced with the 2.5L TBI I4, bringing horsepower up to 90. In the 2.8L V6, power dropped slightly to 112 this year. For 1983, the 2.8L HO V6 was now available in any Citation.

On a sour note, the Citation and its X-body brethren were plagued with transmission and braking issues. However, the Citation has been, and forever will be the poster child for X-body problems. For 1984, the line was re-named ‘Citation II’ as a marketing ploy to show potential buyers that the issues were resolved. It didn’t work.

For enthusiasts, the 1981 X-11 is the best bet. The 1980 version had only the regular 2.8 V6. The 1982 up versions lost 20 ft/lbs of torque, down to 145.

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Skylark

Since the end of the previous Skylark (1972), the nameplate was put on hold for two model years, and then reemerged for 1975 as a 2 door coupe. Its 4 door twin was the Buick Apollo. A four door returned with the Skylark name for 1976 and the Apollo name was dropped. Overall body syles included a 2-door coupe, 4-door sedan, and a 2-door hatchback. The top end trim level was a Skylark S/R (Sport Rallye). Powering these cars until 1979 were a 231 Buick V6, 350 2bbl Buick V8, or 350 4bbl Buick V8. There were alternate 4 barrel V8s available as of 1977— you could get a 350 Chevrolet, or 350 Oldsmobile depending on your area of the country, and engine plant availability. The GM-divisional engine availability also carried over to a 260 2bbl Olds V8 for ’75-’76, a 301 2bbl Pontiac V8 for ’77-’79, and a 305 2bbl Chevrolet V8 for ’77-’79.

The ’79 model year was drawn to a close early because the GM X-bodies were redesigned into smaller front wheel drives and came out early as 1980 models. The interior and trunk room remained comparable, while shedding about 800 pounds in the process. Bodies were either a 4-door sedan or 2-door coupe. These new Skylarks had optional plush velour interiors and the ride was quite comfortable. Powering the new generation were a 2.5L Pontiac I4, or a 2.8L Chevrolet V8, which was specially created just for the new X-platform. As of 1982, the 2.5 was now fuel injected. Backing these were a 4-speed manual transmission or a 3-speed automatic. The car essentially was a carryover model until 1983. The quasi-performance trim up until this point was the Skylark Sport Coupe. This model included mag style wheels, a special side stripe, and blacking out of some trim. Introduced for ’83, and replacing the Sport Coupe, was the Skylark ‘T-type’. Checking off this option on the order form got you a full blackout treatment, tachometer, extra gauges, tuned exhaust, manual transmission, stiffer suspension, P215/60R/14 tires, unique 14″ aluminum wheels, and 3.65 final drive ratio. Also included in the T-type was a 2.8L High Output V6, putting out 135hp. Four colors were available with the T-type. They were dark red, white, silver, or light sand gray, each coming with a charcoal second color tone on the lower third of the car.

The early FWD X-body platform, including Skylark, was plagued with rear brake lock up issues. The Skylark carried on two more years before being replaced by the new N-body Buicks.

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Apollo

In the heart of the ‘bumper strength era’— 1973, 1974, 1975. the Buick Apollo reigned in dealerships. An obvious cousin of the Chevrolet Nova, they were different enough to be recognizable as a Buick. Simulated engine portholes, a Buick-unique grille, headlamp bezels, hub caps, and taillamps completed the exterior. Body styles duplicated other X-bodies of the time— sedan, coupe, and hatchback coupe. Base engine was the bulletproof Chevy 250 I-6, with a 350 CID 2bbl Buick V8, or a 4bbl Buick 350 as the optional offerings. The gear changers available were a 2-speed automatic, 3-speed automatic, 3-speed manual or a 4-speed manual. The 2-speed automatic was dumped for 1974. A now rare Apollo GSX model could be had for the car’s middle year, which included blacked out trim, special striping, and upgraded side mirrors.

For 1975, the squared off redesigned X-body Buick was very briefly available with an Apollo nameplate, as a 4-door only, then the model was dropped-midyear.

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Omega

Cousin to the Chevy Nova on the X-body platform, the Olds Omega was introduced for 1973. Body styles included a coupe, a sedan, and a hatchback coupe. For power, a 250 Chevy I-6, a 350 Olds 2bbl V8 or a 350 4bbl V8 were available. Shifting was left up to a 4-speed manual or a 3-speed automatic on the V8, or a 3-speed manual or 2-speed automatic on the I-6. For ’74, the I-6 owners no longer were relegated to the 2-speed automatic, the 3-speed automatic became the standard option across the line.

Come 1975, the Omega, as well as all it’s corporate siblings, got a redesign. New engines this generation were the 260 Olds V8 for 1975-1976, the Chevy 305 for 1976-1979, as well as the Buick 231 V6 for 1977-1979. The last rear wheel drive Omegas were sold in the 1979 model year.

For 1980, the new front wheel drive X-bodies came off the assembly line. Engines were the 2.5 I-4, and the 2.8 V6. Available in this generation were the sporty versions known as the Omega SX and the SportOmega.

For complete history of the Omega, see the page at Rocket100 HERE.

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Seville
The first generation of the Seville was right in the middle of the smog-era— 1975-1979. This car was based on the X-body architecture (Nova, Phoenix, Omega, Skylark) but was on a longer wheelbase and built for a softer ride.

It weighed about 600 lbs. more than a Nova, at 4000 lbs. This recreated X-body was known as the K-body at Cadillac. Two engines were offered for this generation, a 350 CID EFI Oldsmobile V8, and later in 1978, an optional 350 CID Diesel Oldsmobile V8.

For 1980, the Seville was redesigned to front wheel drive orientation. Loosely based on the E-body, it was still known as the K-body. Having a slant back shape, This car was quite a radical departure from the boxy previous Seville. A new 368 V8 based on the classic Cadillac big block was now standard in 1980, though it was very underpowered at 145hp. Almost more infamous than the GM diesels was the new 6.0 V8-6-4 in 1981, which were promptly converted to standard V8s at the request of frustrated owners. The diesel 350 was still available through 1985. A 4.1L Buick V6 was available for ’81/’82. The new standard for ’82 onward was the HT4100 aluminum block V8. The end of this was generation was 1985.

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Phoenix
The Phoenix was introduced for model year 1977. It overlapped the final year of the Ventura, but was a step up in luxury. Like the Ventura, it too shared the X-body platform with the Chevy Nova, Olds Omega, and Buick Skylark. A two door coupe or a four door sedan were both available. It differentiated itself from the Ventura with its own unique front end featuring rectangular headlamps.

Powering this compact car at first were a choice of a 231 CID 2bbl Buick V6 (105hp) or a 305 CID 2bbl Chevrolet V8 (145hp). In 1979 a 350 CID 4bbl Chevrolet V8 (160hp/260tq), a 350 CID 4bbl Buick V8 (155hp/280tq), and 350 CID 4bbl Oldsmobile V8 (160hp/270tq) were added as options. This was done presumably to get rid of excess V8 inventory. Trim levels were the top of the line SJ, down to the LJ and base. This Phoenix generation remained until model year 1979.

A big change was in store for 1980, as the entire X-body lineup was now front wheel drive and trimmed down, all while gaining interior proportions. It shared the redesign with Skylark, Omega and the brand new Chevy Citation. Base, LJ, and the sporty SJ remained as trim levels.

In the Phoenix this time around there was a choice of a 2.5L 2bbl I4 (84hp) which was around since the mid-70s, or a 2.8L 2bbl V6 (112hp) which was created just for the redesigned X-body platform. Body styles were a 2-door coupe or a 5-door hatch. Trim levels carried over until 1982. Incidentally, a 2.8L 2bbl High Output V6 with 135hp was standard in the SJ. Also added to the SJ were performance suspension & tires, as well as a standard 4-speed manual transaxle.

In 1983, new trims called LE and SE replaced LJ and SJ. The Phoenix lasted though 1984.

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Ventura
The Ventura nameplate was around since the 1960s and was thrown on Pontiac’s X-body compact for ’71. Fast forward to ’73, the Ventura was available with a 250 CID 1bbl I6 or a 350 CID 2bbl Pontiac V8. The top engine was a 350 CID 4bbl Pontiac V8, making 175hp. Manual transmission choices were a column-shifted 3-speed manual or floor-shifted 4-speed manual. Automatic transmission choices were a 2-speed Powerglide automatic behind the six cylinder or a 3-speed TH350 automatic behind the V8s. Body styles were a 2-door coupe, 4-door sedan or a 2-door hatchback. Trim levels were base or Custom, plus the top performing Ventura Sprint.

Sprint received a floor shifter, custom steering wheel, painted mirrors, rally wheels, plus performance suspension group. A Ventura Sprint is quite the rarity nowadays.

In ’74, the engines, trims, and bodies largely carried over, However, the 350 4bbl was dropped in the basic Ventura. It was offered in only the Ventura-based GTO, where it made 200hp. See separate GTO area for more info.

For ’75 the Ventura was completely redesigned, though still on the same 111 inch wheelbase chassis. It even received a Firebird-like nose. Two new optional engines were offered. One was 260 CID 2bbl Oldsmobile V8 which made 110hp, just five more than the base 250 I6 this year. Additional torque was the advantage of it, however. The other was a 350 CID 4bbl Buick V8 making 165hp. The 350 2bbl Pontiac V8 fell off the order sheet, but the 350 4bbl Pontiac V8 returned one last time early in the model year with 175hp. Trim levels now were base, S, Custom, SJ, or Sprint. The 3 previously mentioned body styles were still offered.

For 1976, engine availability stayed the same. But also this year, the Sprint package was axed.

The car received a more squared off nose for 1977. Engine offerings were tweaked too. A 231 CID 2bbl Buick V6 bumped the 250 I6 from the engine list and became the new base powerplant, making 105hp. Followed next was a 301 CID 2bbl Pontiac V8, making 135hp, then a 305 CID 2bbl Chevy V8, making 145hp. While a rarity, the top engine was a 350 CID 4bbl Chevy V8, making 170hp.

Probably even more uncommon than the 350 Chevy was a 151 CID 2bbl Pontiac I4. It was a credit option that made 90hp, and presumably, did not speedily power even the lightweight Ventura.

1977 was the final year for the Ventura.

An interesting point is that the Ventura was offered with a police package. This added HD seats, HD wheels, ‘super cooling’, high speed tires, and a certified speedometer.

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Nova
Chevy’s X-body for ’73 was different due to new 5mph impact rules. The bumpers were big and heavy on a car that was a compact. While they were at it, the doors got additional reinforcing and the cars interiors were packed with more sound deadening. The car now weighed 3300lbs, 100 more than the ’72s. Styles offered for this later generation of Nova were coupe, sedan or hatchback. Trim levels were base or Custom. On top of the Nova Custom coupe, you could get the Nova SS appearance package. Engines offered in the lineup were a 250 CID 1bbl I6 (100hp), the 307 CID 2bbl V8 (130hp), the 350 CID 2bbl V8 (145hp) and 350 CID 4bbl V8 (160hp). For transmissions, a 3-speed manual was standard behind all engines except the 350 4bbl, which got a 4-speed manual. Optional were a 2-speed Powerglide automatic on the 250 I6 and a 3-speed TH350 automatic on the V8s.

The 307 V8 was dropped for 1974. An additional V8 was added in form of a 350 CID 4bbl V8 with dual exhausts. It made 185hp. The 2-speed automatic was no longer available with the I6, but the 3-speed auto was now offered for it. The car retained the same basic look as the ’73s

Nova was updated for the 1975 model year with a new body and interior. This generation is affectionately known as the ‘Disco Nova’. Trim levels and body styles remained the same with one addition. The Nova LN was added as a luxury model for just the one model year only. As for powertrain, the 350 with dual exhaust was dropped due to use of a cataytic converter. A new engine was added though. It was a 262 CID 2bbl V8 making only 110hp. The 250 I6 climbed slightly to 105 hp, while the 350 4bbl dropped to 155hp. The 350 2bbl remained at 145hp.

1976 was the final model year for the Nova SS. Nova Concours was added (look for separate section). Also new was a Cabriolet appearance package for the coupes, that was basically a vinyl roof. More news included the 262 V8 and 350 2bbl V8 both being dropped and replaced with the 305 CID 2bbl V8 (140hp).

Nova Rally was added for 1977 as to fill the void left by the departed SS version. Rally lasted through the end of the Nova line. The 250 I6 rose slightly in horsepower to 110 this year also.

1978 saw the Nova Custom moving upscale, entirely filling the slot left by the canceled Concours. Included was its own unique grille. The other versions retained their previous overall appearances.

For 1979, the Nova received rectangular headlamps and updated grille. It was also the last year for the Nova nameplate during the smog-era.

Countless special offerings were sold from from ’73-’79. They were the ‘Spirit of America’ (1974), roll-up fabric sunroof (dealer installed usually), a camping hatchback edition, Concours, and 9C1 police package.

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