The Chevrolet Nova is an automobile produced in the United States from 1962 to 1979 by the Chevrolet division of General Motors and from 1985 to 1988 by the NUMMI, a joint venture between General Motors and Toyota. In its original form it was the top model in the compact Chevy II range and was marketed as the Chevrolet Chevy II Nova until the Chevy II name was dropped for the 1969 model year. The original platform was discontinued and the name returned as a front wheel drive subcompact car based on the Japanese Toyota Sprinter.
First/Second generation
1962–1965
After the rear-engine Chevrolet Corvair was handily outsold by the conventional Ford Falcon in 1960, Chevrolet began work on a more conventional compact car that would eventually become the Chevy II. The original Chevy II was of unibody construction and was available in two-door coupe and four-door sedan configurations as well as convertible and station wagon versions. Trim levels in 1962 were the 100 Series, 300 Series and Nova 400 Series.
Available engines for the Chevy II included a 153 cu in (2.51 L) four-cylinder and a 194 cu in (3.18 L) inline six. The six-cylinder was actually the third generation engine, replacing the second generation Stovebolt. Rival manufacturer Chrysler had earlier developed the Slant Six in their Plymouth Valiant, a Chevy II competitor, when the cars were introduced to the public in late 1959 as 1960 models.
Although the Nova was not originally available with a V8 option, the engine bay was perfectly proportioned for one. It wasn't long before Chevrolet V8s were offered as dealer-installed options (between 1962 and 1963), up to and including the fuel injected version available in the Corvette. The combination of readily available V8 power and light weight made the Nova a popular choice of drag racers.
In 1962 and 1963 the Nova was available in a convertible body style, and a two-door hardtop was available from 1962 to 1965, although the hardtop was dropped when the 1964 models were first introduced, and subsequently brought back to the line later in the model year. Like all Chevy two door hardtops, the body style was marketed as the Sport Coupe.
For 1963, the Chevy II Nova Super Sport was released. As mentioned above, Novas could not officially have V8 engines at this time — the standard SS engine was the six-cylinder — but small-block V8 engine swaps were commonplace among enthusiasts. For 1964, the Chevy II's first factory V8 option was introduced, which was a 195 hp (145 kW) 283 cu in (4.64 L) V8. In 1965, a 327 cu in (5.36 L) V8 was also available with up to 300 hp (220 kW).
Second generation (1966–1967)
1966 Novas saw a significant restyling, based in part on the Super Nova concept car. In general, proportions were squared up but dimensions and features changed little. Engine options still included the basic inline four and six-cylinder engines and V8s of 283 cu in (4.64 L) and 327 cu in (5.36 L) (the latter offering now offering up to 350 hp (260 kW).
During this time, the 90 hp (67 kW) 153 cu in (2.51 L) four-cylinder engine was only offered in the base Chevy II 100 series models with the 120 hp (89 kW) 194 cu in (3.18 L) inline-six standard on the Nova and Super Sport models. In addition to the V8s, other optional engines included a 140 hp (100 kW) 230 cu in (3.8 L) six-cylinder and a 155 hp (116 kW) 250 cu in (4.1 L) six-cylinder, the latter a new offering for 1967. For 1966, Super Sport (SS) models did not carry the Nova name, but were badged as Chevy II Super Sports. However the ’66 Chevy II sales brochure clearly promoted the SS as the “Chevrolet Chevy II Nova Super Sport”.
Although Chevy IIs had the same body for both these years, 1967 models carried significant improvements in the area of safety equipment. A government-mandated energy-absorbing steering column and safety steering wheel, soft interior parts such as armrests and sun visors, recessed instrument panel knobs, and front shoulder belt anchors, were included in all 1967 models.
Third generation
An extensive restyle came in 1968, when the station wagon and Sport Coupe were discontinued. This body style continued (with minor revisions) through 1974. One notable change was the front subframe assembly — as compared with Ford, Chrysler and AMC, in whose cars the entire front suspension was integrated with the bodyshell, a separate subframe housing the powertrain and front suspension (similar to the front part of the frame of GM's full-size, full-framed vehicles) replaced the earlier style. Although the front subframe design was a Chevy II-exclusive design, the Camaro introduced a year earlier was the first to incorporate such a design; the redesigned Chevy II was pushed a year back to 1968 instead of 1967. 1968 was the final year that the Chevy II nameplate was used, although all 1968 models were "Chevy II Novas" with one single trim line.
The 153 cu in (2.51 L) four-cylinder engine was offered between 1968 and 1970, then was dropped due to lack of interest (besides its other usage in the Jeep DJ-5A a.k.a. the Postal Jeep). Far more popular were the 250 cu in (4.1 L) six-cylinder and the base 307 cu in (5.03 L) V8, which replaced the 283 cu in (4.64 L) V8 offered in previous years. At mid-year, a semi-automatic transmission based on the Powerglide called the Torque-Drive was introduced as a low-cost option for shiftless motoring for both the four and six-cylinder engines. The two-speed Powerglide was still the only fully-automatic transmission available with most engines as the more desirable three-speed Turbo-Hydramatic was only available with the largest V8 engines.
The Nova SS
The Nova Super Sport was transformed from a trim option to a performance package for 1968, one of the smallest muscle cars ever fielded by Detroit now included a 295 hp (220 kW) 350 cu in (5.7 L) V8 engine along with a heavy-duty suspension and other performance hardware. Front disc brakes were optional on the 1968 Nova SS. Optional engines included two versions of the big-block 396 cu in (6.49 L) V8 rated at 350 hp (260 kW) and 375 hp (280 kW). Both engines were offered with a choice of transmissions including the M-21 close-ratio four-speed manual, the M-22 heavy-duty "Rock Crusher" four-speed manual, or the three-speed Turbo-Hydramatic 400 automatic transmission. Novas sported the SS badge until 1972.
Yenko's Novas
During the third generation of the Chevy Nova, retired racecar driver Don Yenko, now making his living as a Chevy dealer and muscle car specialist, began refitting a series of Novas, as well as Chevelles and Camaros for optimum performance to compete with the frontrunning Ford Mustangs, Plymouth Barracudas and Dodge Challengers. The result was a specially redesigned Nova with a stronger body frame and suspension system to house the enormous 427cid (7.0L) V8 engine that made the Yenko Super Cars. These now rarities were put out by Yenko Chevrolet in Canonsburg, Pennsylvania. Only 37 were known to be produced with an original selling price of $4,000.00. Today, only 7 known units are registered.
1969
For 1969 the Chevy II nameplate was retired from the Nova range. The "Chevy II by Chevrolet" trunklid badge was replaced with "Nova by Chevrolet" and no other Chevy nameplates remained. However the ’70 Novas were promoted under the “Chevy Nova” model name in official Chevrolet sales literature.
Like other 1969 GM vehicles, locking steering columns were incorporated. Simulated vents were added below the Nova script, which was relocated to the front fender instead of the rear quarter panel. The 350 cu in (5.7 L) V8 with four-barrel carburetor that came standard with the SS option was revised with a 5 hp (4 kW) increase to 300 hp (220 kW) while a two-barrel carbureted version of the 350 cu in (5.7 L) V8 rated at 255 hp (190 kW) was a new option on non-SS models. A new Turbo-Hydramatic 350 three-speed automatic was made available for non-SS Novas with six-cylinder and V8 engines, although the older two-speed Powerglide continued to be available on the smaller engined Novas. 1969 SS models were the first Nova SS models to have standard front disc brakes.
1970
Basically a carryover from 1969; the side markers and taillight lenses for the 1970 Nova were wider and positioned slightly differently. This was the final year for the SS396. All other engines were carried over including the seldom-ordered four-cylinder which was in its final year. The car finally became simply the Chevrolet Nova this year after two years of transitional nameplates (Chevy II Nova in 1968 and Chevrolet Chevy Nova in 1969) Approximately 177 COPO Novas were ordered, with 175 converted by Yenko Chevrolet. The other two were sold in Canada.
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