1966–1967 Chevrolet Nova SS (2nd Gen): History, Specs, Variants, and Driving Character
Historical Context and Development Background
Chevrolet’s compact Chevy II, launched in 1962, was conceived as a pragmatic, conventional alternative to rear-engined experimentation elsewhere in the GM portfolio. By 1966 it entered its second generation with a sharp, Bill Mitchell-era suit: a crisply folded body with a subtle hip line over the rear quarters, a full-width grille, and a more purposeful stance. The Nova SS sat at the top of the compact’s hierarchy—primarily a trim and chassis package that could be paired with anything from thrifty inline-sixes to stout small-block V8s.
The platform remained a semi-unitized shell with a bolt-on front clip carrying the steering and suspension. Wheelbase held at 110 inches, maintaining the tidy footprint that made the Chevy II a favorite for street sleepers and class racers. In 1967, the Nova SS received a grille and trim refresh plus new federally driven safety updates (collapsible steering column and dual-circuit braking).
Corporate positioning was straightforward: beat the Ford Falcon and Mopar’s A-bodies (Valiant/Barracuda, Dart) on showroom practicality while offering V8 pace that encroached on larger intermediates. By 1967, the Camaro stole the youth-performance spotlight, but the Nova SS—lighter and shorter—remained the purist’s compact hammer, especially in 327 guise.
Motorsport allegiance skewed toward the drag strip. The L79 327-powered 1966 Nova SS quickly became a terror in NHRA Stock and Super Stock ranks, its combination of power, gearing, and light curb mass delivering consistent elapsed times without exotic prep. Road racing attention was limited compared with the Camaro, but the Nova’s straight-line résumé became part of its enduring appeal.
Engines and Technical Specifications
Chevrolet offered the Nova SS with a spectrum of engines across 1966–1967. The L79 327/350-hp small-block—available for 1966—remains the halo specification. For 1967, Chevrolet cataloged the milder 327/275-hp (RPO L30); the L79 was not listed for 1967 Nova SS production.
| Engine | Configuration | Displacement | Horsepower (SAE gross) | Induction | Redline | Fuel System | Compression | Bore x Stroke |
|---|---|---|---|---|---|---|---|---|
| 194 inline-six (1966–1967) | OHV I6, iron block/head | 194 cu in (3.2 L) | 120 hp (typ.) | Naturally aspirated | ~4,800–5,000 rpm | 1-barrel carburetor | ~8.5:1 | 3.56" x 3.25" |
| 230 inline-six (1966) | OHV I6, iron block/head | 230 cu in (3.8 L) | 140 hp (typ.) | Naturally aspirated | ~4,800–5,000 rpm | 1-barrel carburetor | ~8.5:1 | 3.875" x 3.25" |
| 250 inline-six (1967) | OHV I6, iron block/head | 250 cu in (4.1 L) | 155 hp (typ.) | Naturally aspirated | ~4,800–5,000 rpm | 1-barrel carburetor | ~8.5:1 | 3.875" x 3.53" |
| 283 small-block V8 (2-bbl) | OHV V8, iron block/head | 283 cu in (4.6 L) | 195 hp | Naturally aspirated | ~4,800–5,000 rpm | 2-barrel carburetor | ~9.25:1 | 3.875" x 3.00" |
| 283 small-block V8 (4-bbl) | OHV V8, iron block/head | 283 cu in (4.6 L) | 220 hp | Naturally aspirated | ~4,800–5,000 rpm | 4-barrel carburetor | ~9.25:1 | 3.875" x 3.00" |
| 327 small-block V8 (L30, 1967) | OHV V8, iron block/head | 327 cu in (5.4 L) | 275 hp | Naturally aspirated | ~5,000–5,500 rpm | 4-barrel carburetor | ~10.5:1 | 4.00" x 3.25" |
| 327 small-block V8 (L79, 1966) | OHV V8, iron block/head | 327 cu in (5.4 L) | 350 hp | Naturally aspirated | ~6,000 rpm | 4-barrel carburetor | ~11.0:1 | 4.00" x 3.25" |
Driving Experience and Handling Dynamics
In period road tests, the Nova SS read as an honest, tightly packaged driver’s car. Manual steering offered a clean sense of the front contact patches and a firm on-center; the short wheelbase and light nose—especially relative to midsize Chevrolets—yielded quick turn-in with some nervousness over mid-corner bumps.
Suspension was simple and effective for the era: unequal-length A-arms and coils up front with a semi-elliptic leaf-sprung live axle at the rear. With stock-rate springs and modest anti-roll control, the chassis rolls but communicates faithfully. Wheel hop under hard launches could surface on high-traction surfaces; savvy owners cured it with traction bars and careful bushing choices.
Drum brakes were standard throughout, adequate for everyday use but susceptible to fade when repeatedly worked hard. For 1967, front disc brakes became available and markedly improved pedal consistency. Gearboxes ranged from the column-shift three-speed to the two-speed Powerglide automatic; the Muncie four-speed is the enthusiast’s pick, pairing well with the small-block’s eager midrange. Throttle response—particularly in the 327 L79—was immediate and clean, with the light car feeling quicker than its brochure numbers suggested.
Performance Specifications
Performance varied widely by engine, axle ratio, transmission, and tire. The following figures reflect period-correct observations and typical configurations.
| Specification | Nova SS (I6/V8 base) | Nova SS 327 L79 (1966) |
|---|---|---|
| 0–60 mph | ~9.5–10.5 sec (I6); ~8.0–8.5 sec (283) | ~6.0–6.5 sec (4-speed, axle dependent) |
| Quarter-mile | ~16.8–17.5 sec @ ~80–83 mph (I6); ~16.0–16.5 (283) | ~14.7–15.1 sec @ ~95–100 mph |
| Top speed | ~100–110 mph (gearing/engine dependent) | ~115–120 mph (axle/tach limited) |
| Curb weight | ~2,750–2,950 lb (typical) | ~2,900–3,050 lb (V8) |
| Layout | Front-engine, rear-wheel drive | Front-engine, rear-wheel drive |
| Brakes | Drums all around; front discs optional (1967) | Drums standard; discs recommended (1967) |
| Suspension | Front: unequal-length A-arms, coils; Rear: leaf-sprung live axle | Same, with optional heavy-duty shocks/springs |
| Gearboxes | 3-speed manual; 2-speed Powerglide; Muncie 4-speed | Muncie 4-speed preferred; Powerglide common |
Variant Breakdown (Trims, Editions, and Market Nuance)
The Nova SS was a distinct, sport-oriented model within the Chevy II family. Engine choices and detail trim varied year to year. Chevrolet did not publish a comprehensive engine-by-engine SS production ledger for these years; as such, exact counts by engine are not officially released.
| Year/Variant | Key Features | Engines | Notable Differences | Production Numbers | Markets |
|---|---|---|---|---|---|
| 1966 Nova SS (RPO Z26) | Bucket seats, console (when so equipped), unique grille, ribbed rear panel with SS emblem, bright exterior trim, SS badging | 194 I6; 230 I6; 283 (195/220 hp); 327 L79 (350 hp) | Crisp new body, optional Muncie 4-speed, Positraction, heavy-duty cooling; L79 is 1966 halo | Not separately published by Chevrolet | Primarily U.S.; Canadian market sold Pontiac Acadian Canso SD equivalent |
| 1967 Nova SS (RPO Z26) | Revised grille/trim, SS badging, bucket seats/console availability, safety updates | 194 I6; 250 I6; 283 V8; 327 L30 (275 hp). L79 not cataloged for Nova | Dual-circuit brakes, energy-absorbing steering column; optional front disc brakes | Not separately published by Chevrolet | U.S. and Canada (Nova); Pontiac Acadian line continued separately |
| Dealer/Independent Conversions | Performance-oriented dealer builds and privateer swaps | Varied (including small- and big-block swaps) | Non-factory; documentation crucial for provenance | No factory data | Regional U.S./Canada specialty dealers |
Ownership Notes: Maintenance, Parts, and Restoration
- Maintenance cadence: Carbureted small-blocks reward regular ignition tune-ups (points, plugs, timing), 3,000–3,500-mile oil changes, and periodic valve-train inspection. Drum brakes need adjustment and fluid flushes; check wheel cylinders for seepage.
- Parts availability: Excellent. Small-block Chevy engine components, Muncie/Powerglide service parts, and Chevy II/Nova-specific trim pieces are well supported by the aftermarket. Reproduction sheet metal and interior trim are widely available.
- Typical wear points: Steering box lash and idler arm wear cause vagueness. Leaf-spring bushings and shock absorbers make a noticeable difference in ride and traction. Original radiators can struggle in hot stop-and-go conditions; proper shroud and fan specs matter.
- Rust watch: Cowl and windshield channel, lower fenders, rear quarter arches, trunk pan, rear window corners, and the bolt-on front subframe mounting points. Inspect the front clip for straightness and sound attachment.
- Restoration difficulty: Driveline and chassis are straightforward; body and trim sourcing is manageable. Authenticating high-spec cars (especially claimed L79s) demands paperwork: window sticker, Protect-O-Plate, period invoices, and inspection of date-coded components.
Cultural Relevance and Collector Standing
The second-generation Nova SS crystallized the compact-muscle formula: light shell, muscular small-block, minimal frippery. It became a drag-strip staple and a favorite canvas for sleepers. The 1966 L79 cars, in particular, carry strong reputations—period-correct, documented examples are prized and have commanded prices into six figures at major U.S. auctions when condition and provenance align.
While the Camaro took much of Chevrolet’s late-’60s spotlight, the Nova SS’s blend of attainable performance and mechanical simplicity has ensured robust collector interest. The car’s clean, squared-off styling has aged gracefully, and the parts ecosystem makes ownership realistic even for those intent on frequent driving.
Frequently Asked Questions
Was the 327/350-hp L79 available in both 1966 and 1967 Nova SS models?
Chevrolet offered the L79 in the 1966 Nova SS. It was not cataloged for the 1967 Nova; Chevrolet listed the 327/275-hp (L30) in 1967.
How quick is a 1966 Nova SS L79?
Period tests recorded 0–60 mph around six seconds and quarter-miles in the high 14s to low 15s, depending on gearing, traction, and test conditions.
How can I verify a real Nova SS versus a clone?
Paperwork is primary: original sales documents, Protect-O-Plate, and build sheets where available. Model- and plant-specific body/VIN data should match SS body styles and driveline options for the year. Hardware tells—SS-specific trim, instrument panel details, bucket-seat interior, and appropriate date-coded components—should corroborate documentation.
What are known weak points?
Brake fade with drums, wheel hop on hard launches, steering wear at the box and linkage, and rust in cowl/quarter/trunk areas. Electrical grounds and underhood heat-soak can also cause hot-start complaints if not sorted.
Are parts hard to find?
No. The small-block Chevy ecosystem is vast, and reproduction support for the second-gen Nova SS is strong, covering suspension, brakes, interior, and brightwork.
What transmissions were offered?
A column-shift 3-speed manual, the 2-speed Powerglide automatic, and a floor-shift Muncie 4-speed. The 4-speed is the enthusiast favorite for V8 cars.
What changed from 1966 to 1967?
Exterior trim/grille updates, safety additions (dual-circuit brakes, energy-absorbing steering column), and the availability of front disc brakes in 1967. Engine lineups shifted, with the 327/275-hp L30 offered in 1967 and the L79 not cataloged for that year’s Nova.
