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Chevrolet Nova

Manufacturer General Motors (1962–1979)
NUMMI (1985–88)
Production 1962-1979
1985–1988
Successor Chevrolet Citation
Class Compact (1962–1979)
Subcompact (1985–88)

The Chevrolet Nova was 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. In its latter form it was a front wheel drive subcompact car based on the Japanese Toyota Sprinter.

First/Second generation

First generation
Also called Chevy II
Production 1962–1967
Assembly Bloomfield, New Jersey
Framingham, Massachusetts
Norwood, Ohio
Oakland, California
Willow Run, Michigan
Buenos Aires, Argentina
Class Compact
Body style(s) 2-door sedan
2-door hardtop
2-door convertible
4-door sedan
4-door station wagon
Layout FR layout
Engine(s) 153 cu in (2.51 L) I4
194 cu in (3.18 L) I6
283 cu in (4.64 L) V8
327 cu in (5.36 L) V8
Transmission(s) 4-speed manual
3-speed manual
2-speed Powerglide automatic

1963 Chevy II Nova station wagon

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, 200 Series, 300 Series and Nova 400 Series.[1]

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-absoring 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
Chevrolet Nova
Assembly Leeds, Missouri
Van Nuys, California
Norwood, Ohio
Willow Run, Michigan
Oshawa, Ontario
Sainte-Thérèse, Quebec
Buenos Aires, Argentina
Transmission(s) 3-speed manual
4-speed M-21 manual
4-speed M-22 manual
4-speed Borg-Warner T-5 manual
2-speed Powerglide automatic
3-speed THM350 automatic
3-speed THM400 automatic
Related Buick Apollo
Oldsmobile Omega
Pontiac Ventura

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 SS was transformed from a trim package to a performance option for 1968 and now included a 295 hp (220 kW) 350 cu in (5.7 L) V8 engine along with front disc brakes, heavy-duty suspension and other performance hardware. 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 for those who preferred automatic shifting.

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 ’69 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.

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. The Nova was used in Trans-Am racing this year.

1971
1971 Novas were similar to the previous year but with the loss of the simulated fender vents and the discontinuation of the 396 cu in (6.49 L) engine for the SS with the 350 cu in (5.7 L) engine taking its place. 1971 also saw the introduction of the Rally Nova, a trim level that only lasted two years (until it resurfaced in 1977). The Rally kit included black or white stripes that ran the length of the car and around the back, a Rally Nova sticker on the driver's side of the hood, and Rally wheels.

The 250 cu in (4.1 L) six-cylinder engine was now the standard Nova engine with the demise of the 153 cu in (2.51 L) four-cylinder and 230 cu in (3.8 L) six-cylinder engines. The 307 cu in (5.03 L) and 350 cu in (5.7 L) V8s were carried over from 1970 and all engines featured lowered compression ratios to enable the use of unleaded gasoline as a result of a GM corporate mandate that took effect with the 1971 model year.

After 1971, other GM divisions began rebadging the Nova as their new entry-level vehicle, such as the Pontiac Ventura II (once a trim option for full-size Pontiacs to 1970), Oldsmobile Omega and the Buick Apollo. Interestingly, the initials of the four model names spelled out the acronym NOVA (Nova, Omega, Ventura, Apollo).

1972
A virtual rerun of 1971, the 1972 Nova received only minor trim changes and both the Rally Nova and SS options were carried over. At mid-year a sunroof option became available on two-door models. Also, the optional Strato bucket seats available on coupes switched from the previous low-back design with adjustable headrests to the high back units with built-in headrests introduced the previous year on Camaros and Vegas.

1973–1974

1973 Chevrolet Nova SS coupe
The 1973 model year introduced a hatchback bodystyle based on the 2-door coupe. Following a government mandate for vehicles to be fitted with front and rear bumpers capable of absorbing a low-speed impact of 5 mph (8.0 km/h), the front and rear of the Nova were restyled. The 1973 model was equipped with redesigned bumpers that were larger and stronger. 1974 models were the first to have shock-absorbing bumper mounts that made the bumpers stick out further from the body.

A modified rear side window shape was also introduced, eliminating the vent windows on both two- and four-door models. A revised rear suspension was adapted from the second generation Camaro with multi-leaf springs replacing the mono-leaf springs used on Novas since the original 1962 model. By this time, six-cylinder and V8 engines were de rigueur for American compact cars, with the 307 cu in (5.03 L) and 350 cu in (5.7 L) V8s becoming fairly common. Nova SS models offered a higher-performance 350 cu in (5.7 L) V8. The 1973 Nova with a six-cylinder engine or 307|CID|L|abbr=on}} V8 were among the last Chevrolets to be offered with the now-outdated two-speed Powerglide automatic transmission, which was in its final year. For 1974, it was replaced by a lightweight version of the three-speed Turbo-Hydramatic 350 already offered with the 350 cu in (5.7 L) V8, which was the only V8 offered for 1974. These Novas where also fitted with a weight sensitive relay within the front bench seat that prevented the vehicle from being started until the driver's seatbelt had been fastened. Later, a law passed by Congress banned this type of device, declaring that it infringed on a driver's freedom of choice. The devices were not included in future Nova models.

1973 and 1974 introduced several new technologies to the Nova such as the adoption of steel belted radials. Also, the hatchback Nova models used a compact spare tire that included an inflator can with the vehicle. While many of these cars were sold with four-wheel drum brakes, front disk brakes were available as an extra-cost option.

A luxury-themed Nova Custom, later called the Nova LN, became part of the model lineup which included upgraded upholstery, full carpeting and more exterior trim. The SS option was still available but became more of a sporty trim package than a performance offering and now offered with any Nova engine, much like the 1963 to 1967 Nova SS.

An interesting model was the 'Spirit of America' Nova introduced in 1974. In anticipation of the US bicentennial in 1976, these vehicles were painted white and featured blue and red accent stripes as well as red and blue interior carpets and fabrics.

Oldsmobile and Buick entered the compact car market; both the Apollo and Omega debuted, using the same bodystyles from the Nova lineup. Additional options were included on these Nova-like models, such as lighting under the dashboard and in the glove compartment. Pontiac's final GTO of this era was based on a facelifted 1974 Ventura coupe, itself based on the Nova, but fitted with a shaker hoodscoop from the Trans Am.