If you walked into a Chevy dealership in late 1963, you probably weren't looking for a world-beater. You were likely there because you needed a sensible, compact car that wouldn't die on the way to work. The 1964 Chevrolet Chevy II Nova was designed specifically to be that "boring" choice. It was the anti-Corvair. While the Corvair was busy trying to be a quirky, rear-engine European import fighter, the Chevy II was basically a shrunken-down Impala with a leaf-spring rear end and a simple mission: don't break.
But 1964 changed everything.
It was the year the "little car that could" finally got a V8 engine straight from the factory. Before this, if you wanted a V8 Nova, you were either a master mechanic with a wrench and a dream or you were out of luck. Suddenly, this lightweight, plain-Jane economy car had access to 283 cubic inches of small-block fury. It turned a grocery getter into a giant killer. People honestly didn't see it coming.
The V8 Revolution That Almost Didn't Happen
Chevrolet was in a weird spot. They had the Chevelle hitting the streets in '64, which was the shiny new mid-sized toy. There was a lot of internal pressure not to let the smaller, cheaper Chevy II overshadow the Chevelle. For a while, it looked like the 1964 Chevrolet Chevy II Nova would be stuck with the "Hi-Thrift" 194 or the 230 turbo-thrift six-cylinder engines forever.
Thankfully, the enthusiasts won.
The inclusion of the 283-cubic-inch V8, pumping out 195 horsepower (or 220 with the four-barrel carb), turned the car’s power-to-weight ratio into something legendary. You have to remember, these cars were light. We're talking under 3,000 pounds. When you drop a V8 into a car that weighs as much as a modern Honda Civic, things get interesting very quickly. It wasn't just about speed, though. It was about the fact that you could now get a Super Sport (SS) package that actually had the "sport" to back up the badges.
Breaking Down the 1964 Trim Levels
You couldn't just buy "a Nova." Well, you could, but the naming was kinda confusing back then. The "Chevy II" was the model, and "Nova" was technically the top-of-the-line trim for the 400 series.
The 100 series was the budget-basement version. It was sparse. Rubber floor mats, almost no chrome, and a price tag that appealed to the frugal. Then you had the 400 series, which most people just called the Nova. This is where you got the nicer upholstery and the exterior trim that made it look like a "real" car.
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Then, of course, there was the Nova SS. In 1964, the SS was mostly an appearance package—until you checked that V8 engine option box. It got you those iconic silver-finish back panels, special wheel covers, and bucket seats. If you see a '64 SS today with a 6-cylinder, don't be surprised; it was totally possible to buy one that looked fast but moved slow.
Why Collectors Are Obsessed With the '64
Honestly, the '64 is the "sweet spot" year for a lot of Chevy fans. It’s the last year of the first-generation body style, which many purists think is the cleanest design GM ever put out for a compact. The lines are sharp. Square. No-nonsense.
You’ve got the new-for-'64 grille which moved away from the 1963's vertical bars to a more refined "egg-crate" look. It’s subtle, but to a guy who knows his Novas, it’s everything.
Another reason? The 1964 Chevrolet Chevy II Nova is a mechanic's dream. There is so much room in that engine bay. You can fit almost anything in there. While the 283 was the king of the hill in 1964, owners have been swapping in 327s, 350s, and modern LS engines for decades. The aftermarket support is arguably better for this car than almost any other compact from the 60s. You can build an entire car out of a catalog if you have the budget.
The Driving Experience: Raw and Unfiltered
Driving one of these today is a trip. If you’re used to power steering and anti-lock brakes, a stock '64 Nova is going to scare you. The steering is often described as "nautical." You turn the wheel, and the car eventually decides to follow.
The brakes? Drums all around. They work... sort of. If you’re doing 70 mph and need to stop fast, you’d better start praying or looking for a soft bush.
But that’s the charm. It’s a mechanical connection. You feel the vibration of the small block through the floorboards. You hear the whine of the Powerglide two-speed automatic—which, let’s be real, most of these had. If you were lucky enough to find one with a four-speed manual, you had a genuine street brawler on your hands.
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Common Myths and Misconceptions
People often think the 1964 SS came standard with a V8. It didn't. You could actually get an SS with the 194 inline-six. Imagine having those cool bucket seats and the SS badges, only to get smoked at a stoplight by a station wagon. It happened more than you’d think.
Another big one: "The '64 is just a small Chevelle."
Not even close. The Chevelle used a perimeter frame. The Chevy II used a semi-unibody construction with a bolt-on front subframe. This actually made the Nova a favorite for drag racers later on because it was lighter and the front end was easy to modify for better weight transfer.
- The "L74" Engine: This was the 220hp version of the 283. It featured a four-barrel carburetor and dual exhausts. If you find an original L74 '64 Nova today, you're looking at a serious piece of history.
- Production Numbers: Total Chevy II production for 1964 was around 191,000 units. Sounds like a lot, right? But only about 21,000 were the Nova SS models. Finding a clean, unmolested SS today is getting harder and more expensive every year.
- The Transmission: Most people loathe the two-speed Powerglide now, but back then, it was considered bulletproof. It was simple, reliable, and "smooth enough" for the average driver.
What to Look for When Buying
If you're hunting for a 1964 Chevrolet Chevy II Nova, you need to be a bit of a detective. These cars love to rust. Check the rear quarter panels and the trunk floor. If there's bubbling paint there, walk away or prepare to spend a fortune on metal work.
Also, check the front subframe mounts. Since the front end bolts onto the unibody, those mounting points take a lot of stress. If they're rotted, the car is basically a safety hazard.
Check the VIN and the Cowl Tag. You want to make sure the "SS" you're buying isn't just a base model with some eBay badges stuck on it. In '64, the VIN should start with "404" for a Nova V8 or "403" for a Nova 6-cylinder. If you see "0437" or "0467" on the cowl tag, you’re looking at a legitimate Super Sport coupe or convertible.
The Value Factor
Prices are all over the place. A rough project might set you back $5,000 to $8,000. A clean, driver-quality V8 Nova is probably in the $25,000 range. If you want a concours-level, numbers-matching 1964 Nova SS, you're looking at $45,000 and up.
Is it worth it?
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Most owners say yes. It’s an investment you can actually drive. Unlike a modern car that loses 10% of its value the moment you spill coffee in the seat, a classic Nova generally holds its ground or appreciates, provided you keep the rust away.
The Cultural Legacy of the Chevy II
The Nova eventually became the "tough guy" car of the late 60s and 70s (think Death Proof or Beverly Hills Cop), but it all started here in 1964. It was the transition point. It stopped being just a "compact car" and started being a performance platform.
It represented a shift in American car culture. People realized they didn't need a boat-sized Cadillac to have fun. You could have a small, nimble car with a V8 that could embarrass much more expensive machinery.
Actionable Steps for Potential Owners
If you're serious about getting into the Nova game, don't just jump on the first one you see on Facebook Marketplace.
First, join the National Nova Builders Association or a similar enthusiast group. The amount of "hidden" knowledge in those forums is insane. They can tell you exactly which reproduction parts fit and which ones are junk.
Second, decide early on if you want a "purist" car or a "restomod." If you want a car that drives like a modern vehicle with AC, disc brakes, and fuel injection, don't pay a premium for a numbers-matching survivor. Buy a clean 6-cylinder car and swap everything out. It’s cheaper and you won't be "destroying" a piece of history.
Third, verify the title. Old cars often have messy paperwork histories. Ensure the VIN on the car matches the title exactly before handing over any cash.
Finally, get an inspection from someone who knows 60s Chevys. These cars are simple, but they have quirks. A worn-out "stray-clutch" or a leaking rear main seal isn't a dealbreaker, but it’s a great negotiating tool.
The 1964 Chevrolet Chevy II Nova isn't just a car; it's a blueprint for the American muscle movement. It’s simple, it’s loud, and it looks damn good in a driveway. Whether you're a seasoned collector or a first-time buyer, it remains one of the most accessible and rewarding entries into the world of classic motoring.