1970 Chevrolet Nova with SS Upgrades, this beautiful Nova is a true 350 V8 Engine(less than 2500 miles) with a Automatic Tranmsision that is featuring a Edelbrock intake, Holley double-pumper carburetor and Holley long-tube header. This car has Black bucket seats,Console Floor Shift, Power steering, Dual Exhaust, and the Deluxe exterior Chrome package. It's Finished in Ultra Black, the blackest paint available. The interior has All Correct SS Upholstery, SS Center console with gauges, the correct 1970 floor shift and all the correct Emblems! It sits on Foose 18inch custom rims with Federal Super Street Tires. It is an absolute sleeper, from the outside it looks like a Sunday cruiser and a show car, but underneath the hood it is nothing but GO FAST business. Stunning and beautiful to look at, this car is fun to drive and has that awesome muscle car rumble. Countless dollars and man hours went into this great American Muscle car.
Nova is located at our dealership-Call us/Stop by 847 393 7887
The Chevrolet Chevy II/Nova was a small automobile manufactured by Chevrolet, and produced in five generations for the 1962 through 1979, and 1985 through 1988 model years. Nova was the top model in the Chevy II lineup through 1968. The Chevy II nameplate was dropped, Nova becoming the nameplate for the 1969 through 1979 models. Built on the X-body platform, the Nova was replaced by the 1980 Chevrolet Citation introduced in the spring of 1979. The Nova nameplate returned in 1985, produced through 1988 as a NUMMI manufactured, subcompact based on the front wheel drive, Japan home-based Toyota Sprinter. Origin Chevrolet designer Clare MacKichan recalled about creating the Chevy II: "There was no time for experimentation or doodling around with new ideas from either the engineers or from us in design; And it had to be a basic-type car." The 1962 Chevy II rode a 110-inch wheelbase, compared to 109.5 for the Ford Falcon, at which Chevy's new compact was aimed. "I think that was the quickest program we ever did at any time," he continued. "We worked night and day on that car, and it didn't take very long to run it through our shop because we had a deadline." And that's what made the Chevy II one of the fastest new-car development programs in GM history - just 18 months after the designers got the green light, the first production Chevy II rolled off the Willow Run, Michigan, assembly line in August 1961, in time for its September 29 introduction. Unlike the Corvair, the 1962 Chevy II was deliberately never intended to be revolutionary in concept or execution; its mission was to give Chevrolet buyers a simple, back-to-the-basics compact car. When he announced the Chevy II to the press, Chevrolet General Manager Ed Cole described the car as offering "maximum functionalism with thrift."
There was a lot of debate within the Chevrolet organization over just what to call this new car, and the decision to go with "Chevy II" was a very late one. Among the finalists was Nova. It lost out because it didn't start with a "C," but was selected as the name for the top-of-the-line series. Ultimately the Nova badge would replace Chevy II, but that wouldn't happen until 1969. In almost every way, the creators of the Chevy II used Falcon as a benchmark. The 1962 model range included sedans and wagons, as well as a two-door hardtop and a convertible, just like Falcon. The only body styles it didn't offer which the Falcon did were a sedan delivery and coupe utility (the Ford Falcon Ranchero), most likely to avoid competing with Chevrolet's own El Camino.
Third generation (19681974) The 1968 models were fully redesigned with an extensive restyle on a longer 111-inch wheelbase that gave Chevy's compacts a chassis that was just one inch shorter than that of the midsize Chevelle coupe. The station wagon and hardtop sport coupe were discontinued, the former in line with an industry trend which left AMC the only American maker of compact station wagons until Chrysler rejoined the market in 1976 (the 1966-70 Ford Falcon wagon was actually a midsize, using a bodyshell identical to the Fairlane wagon's). 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 unique for the Nova, the Camaro introduced a year earlier was the first to incorporate such a design; the redesigned Nova was pushed a year ahead to 1968 instead of 1969. The sales brochure claimed 15 powertrain choices for coupes and a dozen for sedans. Options included power brakes and steering, Four-Season or Comfort-Car air conditioning, rear shoulder belts, and head restraints. There were a few Chevrolet Novas built with the 194 ci (3.1 L), the same motor that had been used in the previous generations of the Chevy II. Sales of the 1968 Chevy Nova fell by half. In 1969 Chevrolet dropped the Chevy II portion of its compact car's name; it was now known simply as the Chevrolet Nova. 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 or a marine/industrial engine) and to clear the field for the Vega. 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. Several units were produced with the 327 cu in (5.36 L), 275 hp (205 kW), engine, four-barrel quadrajet carb and four-speed Saginaw transmission with a heavy duty 12 bolt positraction rear as a "towing option' package. At mid-year, a semi-automatic transmission based on the Powerglide called the Torque-Drive (RPO MB1) was introduced as a low-cost option ($100 less than the Powerglide) for clutchless motoring. The Torque-Drive transmission was only offered with 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.