You’ve probably seen one. It’s that small, almost deceptively square car sitting at a red light, looking like something a grandma would drive to church, right until the light turns green and it absolutely screams down the road. That is the magic of the 1967 Chevrolet Chevy II. It wasn't supposed to be a legend. Honestly, when Chevrolet first dropped the Chevy II back in 1962, it was a panic move to compete with the Ford Falcon. It was basic. It was "back to basics" personified. But by 1967, this little compact had evolved into a giant killer that people still obsess over today.
Some folks call it a Nova. Some call it a Chevy II. In '67, it was technically both. The Nova was the top-of-the-line trim for the Chevy II series, but by this point, the names were basically interchangeable in the minds of gearheads. What makes the 1967 model year so special isn't just one thing. It’s the convergence of "old school" style and the peak of small-block performance before the federal government started raining on everyone's parade with emissions gear and safety bumpers.
The 1967 Chevrolet Chevy II Was the Ultimate Sleeper
If you look at a '67 today, it’s tiny. Compared to a modern Malibu or even a Civic, it feels like a toy. But back in the day, that small footprint was its secret weapon. While the Chevelles and Impalas were getting bigger, heavier, and more boat-like, the Chevy II stayed lean. It had a power-to-weight ratio that made it a nightmare for much more expensive sports cars.
Chevrolet kept the styling crisp for '67. You had that cross-hatch grille that looked expensive but mean. The rear end got these sleek, wraparound taillights that made the car look wider than it actually was. It’s a handsome car, sure, but it’s not "look at me" handsome like a Stingray. It’s a blue-collar, get-to-work kind of beauty.
Inside, it was surprisingly sparse. You weren't getting ventilated seats or fancy infotainment. You got a bench seat (usually), a thin plastic steering wheel, and a dashboard that was mostly metal. If you were lucky, you had the optional center console and bucket seats. But nobody bought a 1967 Chevrolet Chevy II for the interior. You bought it because of what lived under that flat hood.
The Engine That Changed Everything: The L79 327
We have to talk about the L79. If you mention a '67 Nova to any serious collector, they’re going to ask if it’s an L79 car.
Wait. Technically, the 350-horsepower L79 327-cubic-inch V8 was the king of the 1966 model year. In 1967, Chevrolet officially "de-tuned" or even dropped it from the catalogs for a bit, but a few of them—we're talking very small numbers—slipped out. Most 1967 V8 models came with the 275-horsepower 327 or the 195-horsepower 283.
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But here is the thing about the '67. Because the car weighed next to nothing (around 3,000 pounds depending on the trim), even that 275-hp engine made it a rocket. It was a 14-second car right off the showroom floor. In the sixties, that was moving.
- The 153 Four-Cylinder: It existed. Barely anyone bought it. It was slow.
- The 194 and 230 Six-Cylinders: These were the "commuter" engines. Reliable as a hammer.
- The 283 V8: The classic small block. Good for cruising.
- The 327 V8: This is the one you want. It’s the heart of the beast.
Why 1967 was a "Transition" Year
A lot of people get confused about the '67 because it looks so much like the '66. They are almost twins. But 1967 was the first year Chevy started getting serious about safety, mostly because they had to.
This was the year of the energy-absorbing steering column. If you crashed, the column wouldn't impale you; it would collapse. It sounds grim, but it was a big deal at the time. You also got a dual-circuit master cylinder for the brakes. Before this, if one brake line leaked, you lost all your brakes. In '67, if a rear line went out, the fronts still worked. That’s the kind of stuff that makes a '67 a much better "driver" today than the earlier models.
It was also the last year of the second generation. In 1968, the car got a total redesign—it got bigger, curvier, and lost that "boxy" charm. The '67 is the pinnacle of that original, sharp-edged design. It’s the end of an era.
Buying a 1967 Chevrolet Chevy II Today: What to Watch For
If you’re looking to buy one, don't just look at the paint. These cars are notorious for rust. Because they were unibody construction (meaning they didn't have a full heavy frame like a truck), rust in the wrong places can literally make the car fold in half.
Check the "cowl" area—that’s the space between the hood and the windshield. Water sits there. If it’s rotted, your feet are going to get wet every time it rains, and it is a nightmare to fix. Also, look at the rear wheel wells and the trunk floor. If you see bubbles in the paint there, walk away or prepare to spend thousands at a metal shop.
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Another thing? "Clones." Because the Super Sport (SS) models are worth so much more, people love to take a basic six-cylinder Chevy II, slap some SS badges on it, and try to sell it for a premium.
- Check the VIN: In 1967, the VIN should start with 11837 for a V8 Nova SS Coupe.
- Trim Tags: Look at the plate on the firewall. It tells the story of how the car was built.
- The Suspension: These cars used "mono-leaf" rear springs. They are okay for a Sunday drive, but if you want to actually drive fast, they are terrible. Most people upgrade them to multi-leaf or a four-link setup.
The Drag Racing Connection
You can't talk about the 1967 Chevrolet Chevy II without talking about the drag strip. Why is it so popular? Weight distribution and the front subframe.
The front end of a '67 Nova is basically a separate bolt-on subframe. This made it incredibly easy for racers to swap out the entire front suspension for lightweight components. It also meant you could shove a massive Big Block 427 or 454 into a car that was never meant to have one.
The Grumpy’s Toy cars, driven by the legendary Bill Jenkins, proved to the world that the Chevy II could beat anything. He famously took a 1966/67 era Nova and used it to embarrass Hemi Mopars that had twice the displacement. It turned the Chevy II into the "working man's" race car. It was cheap to buy used in the 70s, and parts were everywhere.
Maintenance and Modern Life
Living with a 60-year-old car isn't always sunshine and car shows. The '67 Chevy II has some quirks. The steering is often manual, which means you’re going to get a workout in every parking lot. The brakes, even with the dual master cylinder, were often drums at all four corners. Stopping a V8 car with drums is... adventurous.
Most owners today do the "Big Three" upgrades:
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- Disc Brake Conversion: Seriously, do this first.
- Electronic Ignition: Get rid of the old points and condenser. It starts every time.
- Modern Radial Tires: The original bias-ply tires followed every crack in the road. Radials make it feel like a real car.
Actionable Steps for the Aspiring Owner
If you’ve decided you need a 1967 Chevy II in your garage, don't just jump on the first one you see on Facebook Marketplace.
Start with the Nova Resource. There are websites like NovaResource.org that have decoded every single nut and bolt. Spend a week reading their VIN and Cowl tag guides. Knowledge is your best defense against buying a "fake" SS or a car with a hidden salvage title.
Join the National Nostalgia Nova (NNN) club. These guys are the gatekeepers of the hobby. If you need a specific, one-year-only part for a '67, someone in that club has it sitting on a shelf in their garage.
Set a realistic budget. A project car that "needs work" will cost you $15,000 to $20,000. A clean, driving V8 car is $35,000+. A true, numbers-matching L79 or a perfectly restored SS? You’re looking at $60,000 or more.
Decide on your goal. Do you want a "Pro-Touring" build with modern suspension and an LS engine? Or do you want a "Day Two" look with Cragar wheels and a period-correct 327? The '67 is the perfect canvas for both, but trying to change your mind halfway through a build will drain your bank account faster than the car drains a gas tank.
The 1967 Chevrolet Chevy II remains a high-water mark for American compacts. It was the perfect size, had the perfect look, and possessed a mechanical simplicity that we will never see again. Whether it’s a survivor being driven by the original owner’s grandson or a 1,000-horsepower drag monster, the '67 Nova isn't going anywhere. It’s a permanent fixture in American car culture.