Honestly, the automotive world in the early sixties was a bit of a mess. Everyone was trying to figure out how to shrink a car without making it feel like a tin can. Ford had the Falcon, and it was selling like crazy. Chevrolet, caught a little off guard, rushed the Chevy II into production in just 18 months. By 1963, they finally hit their stride. This was the year the 1963 Chevy II convertible became the car everyone wanted, even if they didn't realize it yet. It wasn't just a "compact." It was a vibe.
If you’ve ever sat in one of these, you know what I mean. The dashboard is minimalist. There’s a certain mechanical honesty to the way the doors click shut. You aren't insulated from the road by a thousand pounds of sound deadening and computer modules. You feel every bump. You hear the engine breathe.
The Weird Mid-Year Pivot That Changed Everything
Most people don't realize that 1963 was a weird transition year for the Nova and the Chevy II lineup. While the base models were utilitarian—think "grandma's grocery getter"—the Super Sport (SS) package arrived mid-year to spice things up. This was a big deal. For the first time, you could get a 1963 Chevy II convertible with front bucket seats, a floor shifter, and all that extra chrome trim that made it look like a baby Impala.
But here’s the kicker: you couldn't get a factory V8 in the '63. Not officially.
Chevrolet kept the engine options limited to the 153 cubic inch four-cylinder or the 194 cubic inch straight-six. If you wanted speed, you had to be creative. Dealerships knew this. They’d often swap in a 283 or a 327 V8 before the customer even took delivery. This "backdoor" performance culture is exactly why these cars are so sought after today. They are essentially blank canvases. You’re looking at a car that weighs under 3,000 pounds. Drop a modern LS engine or a period-correct small block in there, and suddenly that cute little drop-top is a monster.
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Why the "Box" Shape Actually Works
Designers back then weren't obsessed with aerodynamics. They liked straight lines. The 1963 Chevy II convertible is basically a series of rectangles joined together. It shouldn't work. It should look boring. Yet, when you drop the top, the proportions become almost perfect. The long trunk line balances out the stubby nose. It’s got this clean, understated elegance that makes modern cars look like they’re trying too hard.
The "Coke bottle" styling wouldn't arrive until 1966. In '63, it was all about the "shoebox" look. If you see one in Ermine White or Laurel Green, you’ll notice how the light hits those sharp creases on the fenders. It’s subtle. It’s classy. It’s very 1960s Americana.
What to Look for Before You Drop Cash
Buying a 1963 Chevy II convertible isn't like buying a used Camry. You have to be a bit of a detective. These cars were built cheaply. They weren't meant to last sixty years. They were meant to last six.
Rust is your biggest enemy. Specifically, the "X-frame" reinforcement that convertibles have. Because convertibles lack a roof, they don't have the same structural rigidity as a hardtop. Chevy added a heavy reinforcing plate under the floor to keep the car from folding in half. If that plate is rotted out, you’re looking at a massive repair bill. Check the rear wheel wells. Check the floor pans. Check the cowl. If you see bubbling paint near the windshield, walk away. Or, at least, prepare your bank account for a beating.
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Then there’s the top mechanism. Manual tops are easy. Power tops? They’re a headache. The hydraulic pumps fail. The lines leak. Finding original parts for the 1963-specific power top assembly can be a nightmare. Most restorers end up using aftermarket kits from companies like Hydro-E-Lectric, which honestly work better than the originals anyway.
The Straight-Six Charm
Don't sleep on the 194 inline-six. Everyone wants a V8, I get it. But there is something incredibly smooth about a Chevy straight-six. It’s reliable. It’s easy to tune. You can reach every single spark plug without losing any skin on your knuckles. For a weekend cruiser, it’s plenty. You aren't going to win any drag races, but you'll get to the ice cream shop without overheating.
The Powerglide automatic transmission is another story. It’s a two-speed. Yes, two. Low and High. It’s practically bulletproof, but it feels like you're driving a rubber band. If you find a 1963 Chevy II convertible with a factory three-speed manual on the column (the "three-on-the-tree"), keep it. It’s a much more engaging experience.
Real World Values and the Market Reality
Prices for these cars have been climbing steadily. Five years ago, you could find a decent driver for $15,000. Today? You're looking at $25,000 to $35,000 for something that doesn't need a total restoration. If it’s a true Nova SS convertible with the 194 engine and the correct trim, expect to pay a premium.
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Collectors love the '63 because it’s the only year you get this specific combination of the early body style and the SS interior options. By 1964, the styling changed slightly, and the factory started offering the V8, which changed the whole personality of the car. The '63 remains the "purest" version of the original vision.
- Project Cars: $8,000 – $12,000 (Expect rust and a missing interior)
- Daily Drivers: $22,000 – $30,000 (Minor leaks, older paint, runs well)
- Show Quality: $45,000+ (Correct codes, perfect chrome, functioning power top)
How to Modernize Without Ruining the Soul
If you buy a 1963 Chevy II convertible, you’re going to want to change a few things. First: brakes. The original four-wheel drum brakes are terrifying. They fade. They pull to one side. Converting the front to discs is the single best thing you can do for your safety. Companies like SSBC-USA or Wilwood make kits that bolt right on.
Second: tires. Bias-ply tires look cool but they track every groove in the road. Put some modern radials on there. It’ll feel like a different car.
Third: the cooling system. These cars were designed for 1960s traffic. Today’s stop-and-go heat will kill an old radiator. Get a high-quality aluminum radiator and an electric fan. Your engine will thank you.
Actionable Steps for the Aspiring Owner
If you are serious about putting a 1963 Chevy II convertible in your garage, do not rush. These cars are common enough that you can afford to be picky.
- Join the National Nova Association. They have the most comprehensive technical data and a community that actually knows which bolts are supposed to be grade 8 and which are grade 5.
- Verify the VIN and Cowl Tag. Look for the "0467" model code. That confirms it’s a real Chevy II 400 series convertible. If the tag says "0411" or something else, someone might have chopped the roof off a sedan. It happens more than you’d think.
- Check the "Nova" trim. Genuine 1963 Nova SS parts are expensive and hard to find. If the side molding is dented or missing, factor that into your offer. Replacing that trim can cost thousands because no one makes perfect reproductions of every single piece.
- Prioritize Metal over Paint. You can always repaint a car. Replacing the rear quarters on a 63 convertible is a geometric nightmare. Find a dry car from a desert state if possible.
- Upgrade the steering box. The original steering has about three inches of "play" where nothing happens. A Borgeson quick-ratio power steering box swap will make the car feel actually nimble rather than boat-like.
The 1963 Chevy II convertible represents a specific moment in American car culture. It was the moment we realized that "small" didn't have to mean "cheap." It was a car for the suburbs, for the beach, and for the drag strip. It still is. Just make sure you check the floors before you hand over the cash.