 1966 Nova Series |
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1967 Chevrolet Chevy II Series news, pictures, and information | ||
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For 1967, the Chevrolet Chevy II series was made up of the 100 Series, the Nova Series, and the Nova Super Sport. The Chevy II 100 was available as a 2- and 4-door sedan and as a station wagon. Around 35,900 examples were built during the model year, with pricing starting at $2090. They received minor changes for 1967, including a new anodized aluminum grille that had a horizontal center bar design, with a Chevy II nameplate on the driver's side.
Standard equipment on the 100 Series included grille opening moldings, front bumper mounted parking and direction signal lamps, small hubcaps, venti-pane frames, chromed outside rearview mirror, and deck lid or tailgate Chevy II emblems. The inside was trimmed in cloth and vinyl or all-vinyl.
Other standard features found on the Series 100 included instrument cluster bezel, brakes system warning light, glove compartment lock, foam-cushioned seat in the front, folding front seatback latches, and black rubber floor covering. They also came with four-way hazard flashers and center dome light.
Power was from an overhead valve 153 cubic-inch four-cylinder engine delivering 90 horsepower. A six-cylinder unit was available, displacing 187.6 cubic-inches and offering 120 horsepower.
The Nova Series came as a sedan, 2-door hardtop coupe, or as a 6-passenger station wagon. Pricing began at $2,300. Styling designs included black-accented body-side moldings, roof drip cap moldings, and full-width deck lid or tailgate trim panel. They also had bright roof rear quarter belt molding on the sedans, and the two-door hardtops had door and rear quarter moldings. The interiors were cloth and vinyl while the station wagons were all-vinyl.
The Novas came with an illuminated heater control panel, cigarette lighter, glove compartment light, and instrument panel nameplate. Other unique items included foam cushioned rear seat, color-keyed floor carpeting, and automatic front dome light switches.
In total, around 47,600 examples of the Nova were produced.
The Super Sport Novas came with SS emblems on the driver's side, lower body moldings, body-side accent stripes, and special black-accented grille. The interiors were all-vinyl with front Strato bucket seats. They had a three-spoke steering wheel and Super Sport fender scripts.
Pricing for the hardtop coupe began at $2,450.
By Daniel Vaughan | Feb 2012
Standard equipment on the 100 Series included grille opening moldings, front bumper mounted parking and direction signal lamps, small hubcaps, venti-pane frames, chromed outside rearview mirror, and deck lid or tailgate Chevy II emblems. The inside was trimmed in cloth and vinyl or all-vinyl.
Other standard features found on the Series 100 included instrument cluster bezel, brakes system warning light, glove compartment lock, foam-cushioned seat in the front, folding front seatback latches, and black rubber floor covering. They also came with four-way hazard flashers and center dome light.
Power was from an overhead valve 153 cubic-inch four-cylinder engine delivering 90 horsepower. A six-cylinder unit was available, displacing 187.6 cubic-inches and offering 120 horsepower.
The Nova Series came as a sedan, 2-door hardtop coupe, or as a 6-passenger station wagon. Pricing began at $2,300. Styling designs included black-accented body-side moldings, roof drip cap moldings, and full-width deck lid or tailgate trim panel. They also had bright roof rear quarter belt molding on the sedans, and the two-door hardtops had door and rear quarter moldings. The interiors were cloth and vinyl while the station wagons were all-vinyl.
The Novas came with an illuminated heater control panel, cigarette lighter, glove compartment light, and instrument panel nameplate. Other unique items included foam cushioned rear seat, color-keyed floor carpeting, and automatic front dome light switches.
In total, around 47,600 examples of the Nova were produced.
The Super Sport Novas came with SS emblems on the driver's side, lower body moldings, body-side accent stripes, and special black-accented grille. The interiors were all-vinyl with front Strato bucket seats. They had a three-spoke steering wheel and Super Sport fender scripts.
Pricing for the hardtop coupe began at $2,450.
By Daniel Vaughan | Feb 2012
In December of 1959 Chevrolet began creating a vehicle code-named the H-35. The design was to fall between the Chevrolets compact and full-size vehicles. Also known as the Chevy II, the vehicle was to be an economical vehicle with power coming from either a four or six cylinder engine. When the Nova was introduced at the 29th of September in 1961, the vehicle could be purchased with a 153 cubic-inch four-cylinder or 194 cubic-inch six-cylinder engines. Production had begun in August and was offered for the 1962 model year.
In 1963 a Super Sport option, the RPO-Z03, became available on the Chevrolet II Nova 400. The Super Sport package did little to amplify the performance of the vehicle, rather it added to the overall visual appeal with the addition of special trim, bucket seats, updated instrumentation, and a deluxe steering wheel. 1963 was also the only year that a convertible option was offered on the Nova SS.
IN 1964 a 283 cubic-inch small block eight-cylinder engine, option code L32 and L77, was offered. Depending on the configuration, the engine produced between 195 and 220 horsepower. The low weight of the vehicle coupled with the fairly powerful engine began to give the Nova 'muscle-car' status. Going from zero to sixty took 11.3 seconds with the quarter-mile was accomplished in 18 seconds.
In 1965, performance continued to be the focus for the Chevrolet Nova. A 327 cubic-inch V8 engine was now available offering up to 300 horsepower. The 327 cubic-inch V8 producing 250 horsepower was option L30 while the 300 horsepower variant was option L74. 1965 was the only year a Nova could be purchased with the Powerglide transmission matted to a high-performance 327 cubic-inch engine. The turn signals were moved from the grille to the front bumper.
In 1966 the Nova SS was restyled. The big new was the L79 option, a 327 cubic-inch 8-cylinder engine producing an astonishing 350 horsepower. Chrome engine accents, enlarged valves, aluminum intake, four-barrel Holley carburetor, high-compression pistons, and modified camshaft meant the quarter mile time could be accomplished in just 15.1 seconds. With further modifications, the sub-3000 pound vehicle could easily enter into the 13 second range.
Chevrolet decided they had a winning formula of style and performance and little was changed on the 1967 Nova. There were small changes, such as a modified grille and new seat cover patterns, but it was basically the same as the 1966. Front disc brakes could now be ordered from the factory. The big news was the L79 engine was no longer available with the Nova, although a few Nova SS models did manage to be outfitted with the power-plant.
For 1968 the Nova SS was redesigned, drawing many styling and mechanical cues from the Chevrolet Camaro. The Chevrolet Chevy II name was dropped. The standard engine was the 350 cubic-inch V8 producing 295 horsepower. A 396 cubic-inch V8 could be ordered offering between 350 and 375 horsepower depending on the configuration. There were 234 units built with the L34 option, 396 cubic-inch V8 engine producing 350 horsepower. 667 examples of the L78 option, 396 cubic-inch V8 engine producing 375 horsepower. This means that both of these series are highly sought-after by collector car enthusiasts in modern times.
For 1969, the Chevrolet Nova remained unchanged. The base engine was the 350 cubic-inch V8 producing 295 horsepower. The 427 cubic-inch 8-cylinder engine could be ordered offering up to 425 horsepower and 460 foot-pounds of torque. The Yenko Nova 427 engine was not a factory installed option. With horsepower in the 450 range, the Nova was a power-house. The Yenko Nova's were offered with a close-ratio Muncie four-speed gearbox complete with Hurst linkage or a Turbo Hydra-matic with Hurst Dual Gate shifter. The Yenko Nova's were offered in 1968 and 1969. During this time, they were produced in limited numbers with only 37 being created in 1969. These too, are highly sought after by collectors.
Emission standards, safety regulations, and gas shortages were a few of the biggest reasons for the decline of the muscle car era. The manufacturers were forced to comply with stricter standards and regulations that ultimately meant lower horsepower and more safety equipment, often increasing the weight of the vehicle. This was true for the 1970 Nova. The 396 cubic-inch engine was modified to comply with these regulations resulting in a big-block 402. Horsepower was rated at an impressive 375 horsepower. This would become the final year for the big-block engine in the Nova.
In 1971, the Nova was no longer a performance machine. The big block 402 cubic-inch V8 was removed from the line-up for the Nova. The 350 cubic-inch V8 was capable of producing 270 horsepower, an impressive figure but not in comparison to the over-400 horsepower the Nova was producing a few years prior. Sales, just like the horsepower, continued to decline.
The Rally Nova option dubbed the RPO-YF1 was offered in 1971. This featured rally wheels, sport mirrors, special striping, and a blacked-out grille. This package was basically aesthetics, appearing to be a muscle car without the ability to back-it up. The package was popular and 7,700 examples were ordered.
The third generation of the Nova was introduced in 1972. The design was well received and for many a suitable replacement for the legendary nova. The base engine was the 350 cubic-inch V8 engine now producing 200 horsepower.
For 1973 the Nova was updated to comply with government regulations. These updates included larger bumpers and enlarged rear side windows. A three-door hatchback was now available. The Rally Nova was no longer offered.
There were minor aesthetic changes in 1974, mostly addressing increasing regulations. A Spirit of America one-year option was introduced offering red, white, and blue trim, stripes and interior. Nearly 15,000 examples were ordered.
1975 brought both aesthetic and mechanical changes. The brakes, suspension, frame, and body material were modified. A catalytic converter reduced exhaust emissions, unleaded fuel was mandatory for all engines, disc brakes were standard in the front, and steel-belted radial tires were a few of the safety features now found standard on the Nova.
A 305 cubic-inch 8-cylinder replaced the 262 cubic-inch engine in 1976. This was also the final year of the SS offering. A new special package, the Gold Medalist, was now offered on the Nova by Chevrolet to honor the 1976 Olympic Games. This package included gold paint and special emblems.
In 1977, the Nova SS was no longer offered. The last generation of the Nova lasted from 1975 through 1979. During this time sales continued to decline and the Nova was often overshadowed by other popular Chevrolet models.
The Chevrolet Nova was the ultimate sleeper-car. The styling of the SS model often mimicked the base offering. This meant that vehicles that line-up against the Nova at stop-lights never really knew what was under the hood or what was about to transpire. With over 400 horsepower, performance enhancements, quick shifters, stiff suspension, and a lightweight vehicle, the Nova was a muscle-car that maximized it potential and often proved to be the fastest off the line. Throughout the lifespan, the Nova went from a compact, economical car to a performance machine to a government compliant daily driver. Offered in various trim including dealer-offered packages, and aftermarket tuner options, the Nova was a versatile machine that was easily customizable.
By Daniel Vaughan | Mar 2006
For more information and related vehicles, click hereIn 1963 a Super Sport option, the RPO-Z03, became available on the Chevrolet II Nova 400. The Super Sport package did little to amplify the performance of the vehicle, rather it added to the overall visual appeal with the addition of special trim, bucket seats, updated instrumentation, and a deluxe steering wheel. 1963 was also the only year that a convertible option was offered on the Nova SS.
IN 1964 a 283 cubic-inch small block eight-cylinder engine, option code L32 and L77, was offered. Depending on the configuration, the engine produced between 195 and 220 horsepower. The low weight of the vehicle coupled with the fairly powerful engine began to give the Nova 'muscle-car' status. Going from zero to sixty took 11.3 seconds with the quarter-mile was accomplished in 18 seconds.
In 1965, performance continued to be the focus for the Chevrolet Nova. A 327 cubic-inch V8 engine was now available offering up to 300 horsepower. The 327 cubic-inch V8 producing 250 horsepower was option L30 while the 300 horsepower variant was option L74. 1965 was the only year a Nova could be purchased with the Powerglide transmission matted to a high-performance 327 cubic-inch engine. The turn signals were moved from the grille to the front bumper.
In 1966 the Nova SS was restyled. The big new was the L79 option, a 327 cubic-inch 8-cylinder engine producing an astonishing 350 horsepower. Chrome engine accents, enlarged valves, aluminum intake, four-barrel Holley carburetor, high-compression pistons, and modified camshaft meant the quarter mile time could be accomplished in just 15.1 seconds. With further modifications, the sub-3000 pound vehicle could easily enter into the 13 second range.
Chevrolet decided they had a winning formula of style and performance and little was changed on the 1967 Nova. There were small changes, such as a modified grille and new seat cover patterns, but it was basically the same as the 1966. Front disc brakes could now be ordered from the factory. The big news was the L79 engine was no longer available with the Nova, although a few Nova SS models did manage to be outfitted with the power-plant.
For 1968 the Nova SS was redesigned, drawing many styling and mechanical cues from the Chevrolet Camaro. The Chevrolet Chevy II name was dropped. The standard engine was the 350 cubic-inch V8 producing 295 horsepower. A 396 cubic-inch V8 could be ordered offering between 350 and 375 horsepower depending on the configuration. There were 234 units built with the L34 option, 396 cubic-inch V8 engine producing 350 horsepower. 667 examples of the L78 option, 396 cubic-inch V8 engine producing 375 horsepower. This means that both of these series are highly sought-after by collector car enthusiasts in modern times.
For 1969, the Chevrolet Nova remained unchanged. The base engine was the 350 cubic-inch V8 producing 295 horsepower. The 427 cubic-inch 8-cylinder engine could be ordered offering up to 425 horsepower and 460 foot-pounds of torque. The Yenko Nova 427 engine was not a factory installed option. With horsepower in the 450 range, the Nova was a power-house. The Yenko Nova's were offered with a close-ratio Muncie four-speed gearbox complete with Hurst linkage or a Turbo Hydra-matic with Hurst Dual Gate shifter. The Yenko Nova's were offered in 1968 and 1969. During this time, they were produced in limited numbers with only 37 being created in 1969. These too, are highly sought after by collectors.
Emission standards, safety regulations, and gas shortages were a few of the biggest reasons for the decline of the muscle car era. The manufacturers were forced to comply with stricter standards and regulations that ultimately meant lower horsepower and more safety equipment, often increasing the weight of the vehicle. This was true for the 1970 Nova. The 396 cubic-inch engine was modified to comply with these regulations resulting in a big-block 402. Horsepower was rated at an impressive 375 horsepower. This would become the final year for the big-block engine in the Nova.
In 1971, the Nova was no longer a performance machine. The big block 402 cubic-inch V8 was removed from the line-up for the Nova. The 350 cubic-inch V8 was capable of producing 270 horsepower, an impressive figure but not in comparison to the over-400 horsepower the Nova was producing a few years prior. Sales, just like the horsepower, continued to decline.
The Rally Nova option dubbed the RPO-YF1 was offered in 1971. This featured rally wheels, sport mirrors, special striping, and a blacked-out grille. This package was basically aesthetics, appearing to be a muscle car without the ability to back-it up. The package was popular and 7,700 examples were ordered.
The third generation of the Nova was introduced in 1972. The design was well received and for many a suitable replacement for the legendary nova. The base engine was the 350 cubic-inch V8 engine now producing 200 horsepower.
For 1973 the Nova was updated to comply with government regulations. These updates included larger bumpers and enlarged rear side windows. A three-door hatchback was now available. The Rally Nova was no longer offered.
There were minor aesthetic changes in 1974, mostly addressing increasing regulations. A Spirit of America one-year option was introduced offering red, white, and blue trim, stripes and interior. Nearly 15,000 examples were ordered.
1975 brought both aesthetic and mechanical changes. The brakes, suspension, frame, and body material were modified. A catalytic converter reduced exhaust emissions, unleaded fuel was mandatory for all engines, disc brakes were standard in the front, and steel-belted radial tires were a few of the safety features now found standard on the Nova.
A 305 cubic-inch 8-cylinder replaced the 262 cubic-inch engine in 1976. This was also the final year of the SS offering. A new special package, the Gold Medalist, was now offered on the Nova by Chevrolet to honor the 1976 Olympic Games. This package included gold paint and special emblems.
In 1977, the Nova SS was no longer offered. The last generation of the Nova lasted from 1975 through 1979. During this time sales continued to decline and the Nova was often overshadowed by other popular Chevrolet models.
The Chevrolet Nova was the ultimate sleeper-car. The styling of the SS model often mimicked the base offering. This meant that vehicles that line-up against the Nova at stop-lights never really knew what was under the hood or what was about to transpire. With over 400 horsepower, performance enhancements, quick shifters, stiff suspension, and a lightweight vehicle, the Nova was a muscle-car that maximized it potential and often proved to be the fastest off the line. Throughout the lifespan, the Nova went from a compact, economical car to a performance machine to a government compliant daily driver. Offered in various trim including dealer-offered packages, and aftermarket tuner options, the Nova was a versatile machine that was easily customizable.
By Daniel Vaughan | Mar 2006
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1967| Similar Automakers | |
| Cadillac | Chrysler |
| Dodge | Ford |
| GMC | Hummer |
| Jeep | Lincoln |
| Mercury | Pontiac |
| Saturn | |
| Similarly Sized Vehicles from 1967 |
| Chevrolet Corvair Series |
| Ford Mustang |
| Lamborghini 350GT |
| Lamborghini 400 GT |
| Similarly Priced Vehicles from 1967 |
| Chevrolet Camaro Series ($2,500-$3,310) |
| Ford Mustang ($2,460-$2,695) |
| AMC Rambler Rebel ($2,300-$2,875) |
| Chevrolet Malibu Series ($2,400-$2,800) |
| Dodge Coronet ($2,400-$82,700) |
| Volkswagen Beetle ($1,640-$2,100) |
Average Auction Sale: $66,900 |
| Chevrolet: 1961-1970 |
| Similar Automakers |
| Chevrolet History |
| Other models by Chevrolet |
| Manufacturer Website |
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| 1966 Nova Series |
