1966–1967 Chevrolet Nova Base: 2nd-Gen Chevy II Guide

1966–1967 Chevrolet Nova (Base) — Second-Gen Chevy II Reference for Enthusiasts

Historical Context and Development Background

Chevrolet’s second-generation Chevy II/Nova arrived for 1966 with an all-new, sharper body over the proven compact chassis introduced in 1962. Still engineered for unpretentious utility and low weight, it wore more formal, Bill Mitchell–era lines with a strong shoulder and a tidier greenhouse. The remit inside GM was unchanged: offer a straightforward, Falcon-fighting compact that could be built in volume, optioned inexpensively, and serviced easily by any Chevrolet dealer.

Under the skin, the formula stayed conservative—front-engine, rear-drive; a unibody structure with a bolt-on front substructure; unequal-length A-arm front suspension with coils; and a leaf-sprung live rear axle. While the Nova SS grabbed headlines thanks to the optional 327 small-block, the base Nova formed the backbone of sales—sedans and coupes bought for commuting, fleet duty, and as blank canvases for hot rodders. In the contemporary landscape, it squared off against Ford’s Falcon (and then early Fairlane/Falcon overlaps), Plymouth Valiant, and increasingly, compact imports. In showroom stock form, the base Nova emphasized simplicity: a thrifty four or six, column-shift three-speed, drums at all four corners, and the lightest curb weights in Chevrolet’s passenger-car line.

Design and Engineering Notes

• Body and structure: unitized shell with bolt-on front subframe; 110-inch wheelbase; compact overhangs.
• Steering: recirculating-ball manual steering standard; power assist optional.
• Brakes: 9.5-inch drums standard; front disc brakes became optional for 1967, accompanied by a dual-circuit master cylinder and improved safety equipment.
• Wheels/tires: base cars commonly left the factory on modest-width steel wheels with bias-ply tires; V8 cars typically received larger wheel/tire packages than four- and six-cylinder cars.

Engines and Technical Specifications

The base Nova could be ordered with a thrifty inline-four, two sizes of Chevrolet’s seven-bearing inline-six, or a mild small-block 283 V8. The high-compression 327 packages were primarily associated with the Nova SS and are not the focus here.

Transmissions: a column-shifted 3-speed manual was standard on base cars. The 2-speed Powerglide automatic was a common option across engines, while a floor-shifted 4-speed manual was primarily paired with higher-output combinations.

Driving Experience and Handling Dynamics

Light, honest, and mechanically legible, a base Nova is an education in period Detroit simplicity. The front end’s unequal-length control arms and relatively soft coil springs yield a supple initial ride; the rear leafs and a live axle keep reactions straightforward but can be pattery over mid-corner bumps when unladen. Steering effort is modest in motion with manual gear, a touch slow on-center by modern standards, and naturally loads up with cornering. On bias-ply tires and drums, the car communicates early and plainly—gentle understeer, easy throttle steer with the 283, and predictable brake fade if pressed repeatedly. Powerglide cars have a relaxed, elastic feel off the line; with a three-speed manual and a six, response is cleaner, and the 283 small-block adds welcome midrange thrust without overwhelming the chassis. Throttle tip-in on the single-barrel sixes is smooth rather than sharp; small-block cars answer more crisply to carburetor calibration and ignition health than absolute gearing.

Full Performance Specifications

Representative period-type performance for base configurations (actual results vary with axle ratio, body style, transmission, and test conditions):

Variant Breakdown (1966–1967, Base Nova)

The Nova badge denoted the upmarket series within the Chevy II line, with the Nova SS as a separate appearance/performance package. The base Nova sat below the SS in price and equipment. Production reporting from Chevrolet did not consistently separate base Nova volumes from the broader Chevy II totals in these years; as such, exact base-trim counts are not part of commonly published factory summaries.

Special colors, badging, and ornamental details varied by plant and equipment groupings; the base cars typically received plainer interiors and exterior accents than the SS, and they lacked the SS-specific brightwork and instrumentation.

Ownership Notes: Maintenance, Parts, and Restoration

• Mechanical simplicity: points ignition, carburetion, and abundant access make routine servicing straightforward. Ignition tune-ups at sensible mileage intervals and regular valve adjustments on well-used sixes keep drivability crisp.
• Parts availability: excellent for service items and wear components; body and trim for base cars is widely reproduced, though certain year-specific pieces (interior brightwork, base-series moldings) can require hunting.
• Rust watchpoints: cowl and lower windshield channel, rear quarter arches, trunk floor around the spare well, and front subframe mount areas. Inspect torque boxes and leaf-spring perches.
• Brake and steering upgrades: 1967’s optional front discs and a dual-circuit master cylinder are worthwhile safety additions for earlier-drum cars. Quality linings and properly adjusted drums are essential if staying original.
• Powertrain choices: 153 and 194 cars are durable and thrifty; the 230 offers a useful torque bump. The 283 is smooth, torquey, and well-supported with parts. Cooling and fuel delivery must be correct, especially on V8 cars in warm climates.
• Restoration difficulty: generally friendly—bolt-on panels and a simple chassis help—but finding uncut, unmodified base cars can be more challenging than locating former street/strip projects.

Cultural Relevance and Legacy

While the SS and 327-powered cars get the headlines, the base Nova is the platform that underpinned a generation of street machines and grassroots drag cars. Its light shell, generous engine bay, and inexpensive parts made it a darling for weekend racers in NHRA and AHRA classes at the time, particularly with small-block swaps and tuning. In popular media and enthusiast circles, the clean ’66–’67 shape has become emblematic of a right-sized American compact—unfussy, purposefully styled, and responsive to modification. Collector interest favors highly original, well-documented examples; Nova SS models command premiums, but tidy base sixes and 283 cars are valued for their purity and usability.

FAQs

What engines were available on the base 1966–1967 Nova?
Base cars could be had with the 153-cu-in inline-four, the 194 or 230 inline-six, and the 283 small-block V8 in two- or four-barrel form. The higher-output 327 packages were primarily associated with Nova SS models.

How quick is a base Nova?
With six-cylinder power and automatic, expect period-typical 0–60 mph in the mid-teens. A 283/2-bbl with a manual typically runs roughly ten to eleven seconds to 60 mph, depending on gearing and condition.

Did the 1967 base Nova offer front disc brakes?
Yes. Front discs were optional for 1967, along with a dual-circuit master cylinder. Drums remained standard on base cars.

Common problem areas?
Rust in the cowl and lower windshield channel, rear quarters, trunk floor, and front subframe mounts; tired front-end bushings and alignment issues; and heat-soak or fuel-delivery hiccups on poorly maintained V8 cars. Electrical gremlins often trace to aged grounds and connectors rather than harness failure.

Are parts easy to find?
Yes. Service and wear parts are widely available, and reproduction support for interiors, weatherstrips, brake components, and suspension is strong. Year- and trim-specific base-model moldings can take patience to source.

Value trends for base cars?
Base six-cylinder cars generally trade below SS models; original, documented 283 cars and unmodified survivors tend to be more desirable. Overall condition, completeness, and paperwork drive pricing more than factory equipment on base trims.

What transmissions were typical?
A column-shifted 3-speed manual was standard; the 2-speed Powerglide automatic is common. A 4-speed manual was generally tied to higher-output combinations and performance-oriented specs.

What’s the factory wheelbase and layout?
Wheelbase is 110 inches; the platform is conventional front-engine, rear-drive.