The ''Day Two'' Deuce - 1970 Chevrolet Nova Yenko Deuce

The appeal of speed has long been recognized by the motoring world. Muscle cars were born from Detroit's efforts to appeal to hot rodders. By the time the first GTO rolled off an assembly line, the practice of putting bigger engines in smaller cars and then modifying them even further in the name of increased speed was a decades-old pursuit. Once drag racing's popularity exploded, the automakers saw an opportunity to provide the cars hot rodders wanted right on the showroom floor.

But the nature of performance enthusiasts is to always want more from their machines. So even though Detroit was providing the bigger engine, the close-ratio transmission and the heavy-duty axle, there was still room for improvement. That's where the aftermarket came in.

Yenko's Deuce used the base interior, requiring a '69 GTO bench-seat shift handle for the '69 Z/28 shifter.

By all accounts, it seemed to matter little just how hot a particular car was from the factory--if the new owner was a drag racer, or harboring such aspirations, he'd be making changes, and soon. Exhaust manifolds gave way to tubular headers, stock mufflers were jettisoned in favor of glass-packs, original air cleaners and rocker covers were replaced with chrome bits and, of course, the wheels were swapped for "mags" of some sort.

These near-instant upgrades to brand-new performance cars of the '60s and '70s were commonplace then, but shunned in later years when the restoration movement took over and new owners scoured swap meets to reclaim those original pieces that had been cast aside.

However, more recently still, a new trend has begun to emerge, one that actually embraces those period modifications. The "Day Two" movement encompasses muscle cars that are mildly modified in a period-correct way--just as someone might have done the day after picking up their new car.

The Nova on these pages should serve to illustrate the insatiable nature of the muscle-era performance fan. Like all of Don Yenko's dealer-prepared special models, it was outfitted with performance parts above and beyond what Chevrolet had intended--and yet, its first owners wasted no time in adding their own revisions to extract even more performance while simultaneously reflecting their personalities.

But perhaps we're getting ahead of ourselves--before we can discuss Day Two, we should first cover Day One, and the origins of the Yenko Deuce.

During the heyday of the muscle car, the big-block reigned supreme. So it might be hard to imagine a factory 350-cu.in. small-block capable of keeping pace with the big boys--after all, there's no replacement for displacement, right?

However, in the midst of the era, Chevrolet engineers unleashed the new-for-1970, no-holds-barred, high-compression, high-winding, solid-lifter LT-1 350-cu.in. small-block making 360hp. It cranked out respectable horsepower from a small package, which meant a lighter car overall, with better weight distribution. In the right car, the result was quick acceleration and better handling.

By all accounts, the new engine was a hit, and found its way into Chevrolet's high-performance lineup; it was the standard engine in the completely redesigned Camaro Z/28 and optional in the Corvette. Less known, however, was an application that placed this special engine in a Chevy model regarded more for its reputation as a dependable, practical means of transportation: the Nova.

But the merger of the LT-1 with the Nova wasn't conceived in Detroit. Rather, it was the brainchild of an unconventional thinker who was also an accomplished racer and owner of a relatively small Chevrolet dealership in the western Pennsylvania town of Canonsburg. Donald F. Yenko's dealership had the enviable reputation, if not self-proclaimed title, as the "Leading U.S. Producer of Hi-Performance Chevrolet-Based Vehicles," and he used his connections inside GM and his past successes in selling 427-powered Camaros, Chevelles and Novas to convince Chevrolet management to place the potent small-block in the bottom-tiered Nova at GM's Willow Run plant--with a full factory-backed warranty, no less. The inimitable result was the Yenko Deuce Nova, so named for its Chevy II legacy.

As he had so masterfully accomplished in previous years, Yenko used the Central Office Production Order (COPO) process within Chevrolet's Fleet and Special Services Department to get what he wanted in his Novas. Normally, this procedure was used for the relatively pedestrian acquisition of city taxis, special-wheelbase trucks and the like. Yenko used it to put not only the LT-1 engine, but also some other carefully selected GM performance parts, into the diminutive Nova. This ensured his customers would be rewarded with a truly exclusive high-performance vehicle. He advertised his unique creation as a "mini muscle car" through Yenko Sportscars, Inc., his separate performance company, and ended up ordering 175 examples before the model year was over.

Traction bars were a '70s street staple.

The foundation for the Yenko Deuce was a lightweight, non-SS, base-trim Nova. Standard equipment included a bench seat and rubber floormats. His Novas were assembled at the factory with the LT-1 engine, dual exhaust, power front disc brakes, front and rear anti-roll bars, heavy-duty springs and cooling system, M-21 four-speed transmission with special Hurst shifter or TH400 automatic transmission, E70-14 wide belted tires fitted to steel wheels with poverty hubcaps and a heavy-duty 12-bolt Posi-traction rear axle with 4.10 gears (the only '70 Novas to receive this ratio). Chevrolet then delivered the Novas to Yenko per his exclusive agreement.

Owner, Sam Griffith

Yenko's Sportscar team completed the conversion of the COPO Novas by adding the SS wheels, Yenko badges, decals and stripes, a Dixco hood tach and a laundry list of performance options available to his customers. After the now-Yenko Novas were completed, most were placed on car transporters and distributed to the Yenko network of dealerships around the country.

Considering the time period, the Deuce package raises an obvious question: Why didn't Yenko just continue with his wildly successful big-block swap formula for 1970? It seems he had foresight and a true brilliance in reading the market. He noticed that insurance companies were clamping down on muscle car consumers with substantially higher premiums, which created a dilemma for his customers. They craved performance, but could not afford the steeper insurance rates. This had the potential to push many customers right out of the muscle car market. Consequently, Yenko made an astute adjustment to his approach by using a high-performance small-block to create his new muscle car. Yenko's Deuce was right on the mark: The insurance industry, at least for a while, viewed the Deuce as just another 350 Nova, which resulted in quite reasonable premiums for such a potent muscle car.

The very marketing strategy that Don Yenko conceived to beat the insurance industry, while preserving his muscle car market share, is precisely what attracted the original owners to our featured Deuce.

Earl and Linda Roof were having a big year in 1970. They met each other in the winter, had a short engagement, were married in June and bought their first performance car in September. Earl worked at main plant of McCreary Tires in Indiana, Pennsylvania, while Linda had just graduated from high school in nearby Penn Run. When Earl met Linda, he was driving a Le Mans Blue '69 Chevelle convertible with a 350/300hp engine and a four-speed, but he was eager to trade up to something with more oomph.

As fate would have it, one day in early September, Earl picked up his buddy, Rick Peterman, who was hitchhiking home. Before long, the topic of performance cars and skyrocketing insurance rates came up. Rick told Earl about an ad he had seen in the Pittsburgh Press regarding Yenko Chevrolet's Deuce Novas, which promised loads of performance but were touted as insurance-beaters.

The following Saturday, Earl, Linda, and Rick jumped into the Chevelle and made the two-hour trek to the Yenko dealership in Canonsburg to check out the special Novas. Salesman Howard Livesey showed them what he had in inventory. There were Deuces in silver, yellow and blue; the Fathom Blue Nova with its distinctive white stripes caught Earl's attention.

The Roofs recall in vivid detail what happened next: Test drive, anyone? You bet! But, the salesman had to do the driving--supposedly due to company policy, though Earl suspected that it might have had something to do with his long hair. Thus, Livesey got behind the wheel and Earl, Linda and Rick piled into the remaining seats. The car warmed up as they made their way to the on-ramp of the newly completed stretch of Interstate 79.

When they hit the ramp's threshold, Earl clearly remembers that Livesey tromped the gas, wound the LT-1 up and caught rubber in each gear--including fourth. Earl was impressed--so much so that his composure evaded him in spite of his prior efforts to prepare for negotiation, blurting out, "I'll take it!"

September 19 was delivery day for the couple's Deuce. Leaving the dealership, Earl made sure the dealership staff knew exactly what he thought of their (long-haired) customer-no-test-drive policy: Their Deuce left the lot sideways with wailing tires, plumes of smoke and two distinct rubber marks emblazoned over a considerable section of West Pike Street.

Thus began the Roofs' long love affair with their cherished Deuce. It wasn't Earl's car; it wasn't Linda's car--it was their car; a quick check of the original title supports this. Their friends routinely saw them cruising together, although Linda was befuddled by Earl's philosophy on driving the Deuce. Most people look for ways to drive their new cars, but Earl looked for ways to not put miles on the Nova.

It is safe to say that even though Earl did not tally up many ticks on the odometer (just over 18,000 miles), the miles he did put on were notably spirited. Earl was not afraid to thrash his Deuce hard and its high-RPM LT-1 willingly obliged. When he speed-shifted, he was proud to say he never lifted off the gas, and never missed a shift, adding, "That car was absolutely wild when it hit 7,000 RPM!"

Of the 175 Deuces made, 35 were ordered in Fathom Blue, of which 21 had the close-ratio Muncie transmission with manual steering. Of these, only 12 survive today, and reportedly, only seven have their original drivetrains. Yenko inventory sheets reveal that just eight Deuces were sold and delivered at the Canonsburg dealership. This Fathom Blue four-speed with original drivetrain and Yenko stock number YS-051 is one of those. Statistics have been painstakingly researched and compiled by Marlin Spotts, a Gobi Beige Deuce owner and curator of the Yenko Deuce Registry.

In 2006, Earl and Linda made the very tough decision to sell the Nova they adored. It had been almost 20 years since they had last driven it, and while the car was in very solid condition, it was tired. Fortunately, it was stored in their heated garage.

The Roofs created a frenzy when they listed it for sale on the Supercar Registry website (www.yenko.net), but when the dust settled, a fellow from Nevada had purchased the Deuce. For restoration duties, the new owner logically turned to Schoenthaler Restorations of Donahue, Iowa, as they had just completed his forest green Yenko Nova, known as the Moses Deuce.

In addition to being the mayor and the fire chief of his town, Ken Schoenthaler, known as Schonye, is arguably the foremost authority on Deuces and their restoration. Aside from the fact that his shop has easily restored more Deuces than anyone else, Schonye still has a Sunflower Yellow Deuce that he bought brand-new in 1970. His son, Joe, shot the exquisite Fathom Blue paint on the Roofs' Deuce.

At this point in the restoration, your author became the title-holder of this Deuce, when the owner from Nevada was persuaded to sell it. My interest in the car ran deeper than a reverent appreciation for the Yenko heritage, as the Roofs actually purchased their speed parts at the local auto parts store where Earl's uncle Jack worked--a store owned by my grandfather, Sam Brubaker. The kicker is that Earl and Linda actually held onto all of their go-fast parts.

Correctly restoring a muscle car takes an intensive effort, involving lots of research and labor, and the results are often stunning. But ask someone who bought one of these cars new just how long their car remained completely stock, and the response will very often involve a period of time measured in days, or maybe even hours.

With all of the Roofs' original speed parts available, I was in an ideal position to promote a more realistic Day Two muscle car, showing the way they really looked and sounded roaming the streets, while also preserving the true essence of how the Roofs enjoyed their Deuce.

The low miles and pampered history of the Nova boded well for the condition of the parts after nearly four decades, making the process of restoring them (which was chronicled at yenko.net) somewhat simpler. In some instances, media blasting and a protective coating did the trick, as in the case of the Cherry Bombs, scatter-shield and headers. Other items, such as the Mallory dual-point distributor, were more challenging for different reasons. The case was in excellent shape, but determining the functionality of a tough-to-find brass external condenser was another matter. A Sun Engine Analyzer could have such a tester as an option, but I was not able to locate one. Then a friend turned me on to an old-time TV repair shop--the kind that dealt with vacuum tubes and such. The repairman had a true condenser tester for checking not only continuity but holding the appropriate charge over time.

With all of the speed parts restored, it was time to debut the Deuce in all of its Day Two glory. It made its public bow at The Muscle Car & Corvette Nationals in Chicago on November 20-21, 2010, and was judged at the same time. The show provided an excellent venue for judging in the relatively new category of Day-Two Concours. Judges not only scrutinize the quality and correctness of the restoration, but also check the hop-up parts: All speed parts have to be originals, right down to the correct part numbers and date codes.

The Roof Deuce, as Earl and Linda's car has come to be known, achieved an overall score of 998 points out of 1,000, garnering a Gold Level Certificate and additionally catching the favor of the collective judging staff for the Platinum Pick Judges Choice Award for the best Chevrolet at the show. To say the least, I was thrilled, as were the Roofs, when I shared the results.

Next time you are at a car show looking over that beautifully restored stock muscle machine, keep in mind that it most likely led an alternative life with a decidedly non-stock appearance. Its Day Two appearance was as much a statement of the car's true purpose in life as it was a reflection of the earlier owners' personalities--and isn't that really the true heritage of our muscle cars?

Owner's View

Growing up in Canfield, Ohio, with several dealers in the Yenko network around, it seems inevitable that our paths would cross. My first ride was in 1974, and it was a green '69 427 sYc Camaro--it blew me away. I certainly didn't think I'd ever own a Yenko, let alone one that I most likely laid eyes on before while visiting my grandparents. Speed parts from my Papa's auto parts store? That blew me away, too. For me, though, this car is about preserving muscle car history; the bonus is getting to know Earl and Linda and hearing all of their incredible Deuce adventures.

-- Sam Griffith

CLUB SCENE

Yenko Deuce Registry

www.yenko.net

National Nostalgic Nova

P.O. Box 2344

Dept. IN

York, Pennsylvania 17405

www.nnnova.com

Dues: $50/year • Membership: 6,000

PROS

+ It's a genuine Yenko

+ Unbelievable restoration

+ Well documented; colorful history

CONS

- Expensive to restore correctly

- It's not a '69 big-block Yenko Nova

- Where do I find Sunoco 260?

SPECIFICATIONS

1970 Chevrolet Nova Yenko Deuce

Price

Base price -- $3,993*

*Included the following:

COPO 9010: Replaced the 350/250hp V-8 with the LT-1 engine (350/360hp: solid-lifter performance camshaft, aluminum "hi-rise" manifold, Holley 780-CFM carburetor)

COPO 9737: "Sports Car Conversion" - F41 suspension (front and rear anti-roll bars, specially valved shocks); M-21 close-ratio four-speed gear box; 4.10:1 Posi-traction axle w/HD axle shafts, bushings, ring and pinion; HD cooling system and viscous fan; HD five-leaf rear springs; E70-14 tires

Also included in base price: 3M white vinyl "hockey-stick" tape graphics with LT-1 hood graphics; Yenko Deuce door-panel stickers; three Yenko crest emblems

Price as profiled -- $4,395

Regular options -- Exclusive Hurst four-speed shifter ('69 GTO bench-seat shifter handle with '69 Z/28 Hurst shifter mechanism), power front disc brakes, AM pushbutton radio, four SS wheels w/Yenko caps and chrome lug nuts; dual exhaust, special interior (RPO ZJ3), hood-mounted Yenko tach (Dixco HT/x, electric), $402

Engine

Type -- Chevrolet small-block OHV V-8 cast-iron block and cylinder heads

Displacement -- 350 cubic inches

Bore x Stroke -- 4.00 x 3.48 inches

Compression ratio -- 11.0:1

Horsepower @ RPM -- 360 @ 6,000

Torque @ RPM -- 380-lbs.ft. @ 4,000

Valvetrain -- Mechanical lifters

Main bearings -- 5 (four-bolt mains)

Fuel System -- Holley 780-CFM four-barrel carburetor, "hi-rise" aluminum intake, mechanical pump

Lubrication system -- Pressure, gear-type pump

Electrical system -- 12-volt

Exhaust system -- Dual exhaust

Transmission

Type -- Muncie M-21 four-speed manual, close-ratio

Ratios:

1st -- 2.52:1

2nd -- 1.88:1

3rd -- 1.46:1

4th -- 1.00:1

Reverse -- 2.59:1

Differential

Type -- Eaton Posi-traction limited-slip differential with heat-treated ring and pinion, HD axles

Ratio -- 4.10:1

Steering

Type -- Saginaw recirculating ball, manual

Turns, lock-to-lock -- 5

Brakes

Type -- Front disc/rear drum, hydraulic activation, vacuum power-assist

Front -- 11-inch rotor

Rear -- 9-inch drum

Chassis & Body

Construction -- Unit-body with front sub-frame

Body Style -- Two-door coupe w/B-Pillars

Layout -- Front engine, rear wheel drive

Suspension

Front -- Independent, unequal-length A-arms; coil springs; telescoping shock absorbers; anti-roll bar

Rear -- Upper and lower control arms; five-leaf springs; telescoping shock absorbers; anti-roll bar

Wheels & Tires

Wheels -- Chevrolet Super Sport, steel (dealer installed)

Front -- 14 x 7 inches

Rear -- 14 x 7 inches Tires -- Uniroyal Tiger Paw whitewalls (currently Goodyear Polyglas)

Front -- E70-14

Rear -- E70-14

Weights & Measures

Wheelbase -- 111 inches

Overall length -- 189.4 inches

Overall width -- 72.4 inches

Overall height -- 52.5 inches

Front track -- 59 inches

Rear track -- 58.9 inches

Shipping weight -- 3,450 pounds

Capacities

Crankcase -- 6 quarts

Cooling system -- 17 quarts

Fuel tank -- 18.5 gallons

Transmission -- 1.5 quarts

Calculated Data

BHP per cu.in. -- 1.03

Weight per BHP -- 9.6 pounds

Weight per cu.in. -- 9.9 pounds

Production

For the 1970 model year, Chevrolet produced a total of 175 "double COPO" Novas for Yenko Chevrolet.

Performance

Acceleration:

0-60 MPH -- 5.5 seconds (estimated)

1/4-mile ET -- 12.84 @ 108 MPH (similar car w/4.56 gears)

Top speed -- 122 MPH (estimated)