It started as an economy car. Seriously. When Chevrolet launched the Chevy II in 1962, they weren't trying to set the world on fire with horsepower; they just wanted to stop losing customers to the Ford Falcon. But then things got interesting. By the time the 1964 Chevrolet Nova SS hit the streets, the "Super Sport" badge actually meant something more than just fancy trim and a bucket seat. It represented a turning point.
Most people today see a Nova and think "drag strip monster." We’ve all seen them—tubbed out, massive blowers sticking through the hood, tearing up local tracks. But in 1964? It was subtle. You could get it with a six-cylinder. Imagine that. A Super Sport with a 194-cubic-inch inline-six. Sounds almost blasphemous now, right? Yet, that was the reality of the market. Chevy was testing the waters, figuring out if people wanted a small car with big-car soul.
The V8 Revolution in a Small Package
The big news for the 1964 model year was under the hood. For the first time, Chevrolet offered a factory-installed V8 in the Chevy II/Nova platform. It was the 283-cubic-inch small block. It wasn't a world-beater by modern standards, producing around 195 or 220 horsepower depending on the setup, but in a car that weighed significantly less than an Impala, it felt like a rocket.
You’ve got to remember how light these cars were. We're talking about a curb weight hovering around 2,500 to 2,800 pounds. When you drop a V8 into a chassis that light, the power-to-weight ratio starts doing some very fun math.
The 1964 Chevrolet Nova SS was specifically a trim option, RPO Z03. It gave you the silver-painted rear cove, the specific SS emblems, and that gorgeous center console. If you look at the dashboard of a true '64 SS, it has a certain mid-century elegance that the later, more "brutalist" muscle cars lost. It was refined.
Why the 1964 Chassis Matters
The 1964 model belongs to the first generation of the Chevy II (1962–1965). These cars used a semi-unibody construction. The front end was essentially a subframe bolted to the unibody shell. This design is both a blessing and a curse for modern restorers. On one hand, it makes the car incredibly easy to work on. You can practically take the whole front clip off with a handful of wrenches. On the other hand, the original suspension design—featuring a high-mounted coil spring atop an upper control arm—wasn't exactly built for carving corners at 90 mph.
If you drive a bone-stock 1964 Chevrolet Nova SS today, you'll notice it. It floats. It wanders. It feels like a boat that’s slightly too small for the ocean. That is why so many people swap out the entire front subframe for modern aftermarket kits from companies like Heidts or Detroit Speed. It transforms the car.
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Identifying a Real 1964 Chevrolet Nova SS
Here is where things get tricky. People love to "clone" these cars. Because the SS was largely an appearance package in 1964, anyone with a catalog and a Saturday afternoon can slap some badges on a base Chevy II and call it a Super Sport.
You have to look at the VIN and the cowl tag. For 1964, the VIN should start with "4" (representing 1964). The next two digits identify the series. A "04" indicates a Chevy II 400 or Nova V8, while "03" indicates a six-cylinder. However, the most reliable way to verify an SS is the trim code on the Fisher Body plate located on the firewall. You’re looking for that "Z03" stamp.
- Exterior cues: Look for the wide bright-work molding that runs the length of the body.
- The Rear: The rear deck lid should have the unique SS emblem and that iconic silver "cove" paint.
- Interior: Genuine SS models came with front bucket seats. If you see a bench seat in a car claimed to be an original SS, someone has been swapping parts.
- The Console: The 1964 console is a beautiful piece of die-cast metal. It’s heavy, it’s shiny, and it’s very hard to find in good condition today without spending a fortune.
The 283 vs. The 327 Myth
There is a lot of misinformation about what engines were available. While the 283 was the "official" V8 for the 1964 Chevrolet Nova SS, late in the production year, Chevrolet supposedly slipped a few 327s into the engine bays.
Most historians, like those at the National Nova Garden, will tell you that the 327 didn't officially become a regular production option (RPO) for the Nova until 1965. But if you talk to guys who were hanging around dealerships in late '64, stories of "factory" 327s persist. Whether they were true factory installs or dealer swaps is a debate that will probably never end. What we do know for sure is that the 283 was the heart of the V8 Nova’s debut. It was a reliable, high-revving engine that could handle a lot of abuse. It basically defined the "small block Chevy" era.
Ownership and Modern Reality
Owning a 1964 Chevrolet Nova SS today isn't like owning a Camaro or a Chevelle. It’s smaller. It’s more "tossable." But it also has some quirks that can drive a new owner crazy.
Take the gas tank, for example. It’s part of the trunk floor. If you get rear-ended, you’re sitting on top of the fuel supply. Then there’s the single-circuit master cylinder. If one brake line leaks, you lose all your brakes. Most enthusiasts immediately upgrade to a dual-circuit master cylinder for safety. It’s a non-negotiable modification if you actually plan on driving the car in modern traffic.
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The parts availability, though? It’s incredible. You can practically build a whole Nova from a catalog. Companies like Classic Industries and Year One have kept these cars on the road. But finding original, "survivor" trim pieces for a '64 SS—like the specific die-cast grille or the rear cove trim—is becoming a hunt for buried treasure.
The Market: What's It Worth?
Prices for a 1964 Chevrolet Nova SS have climbed steadily. Ten years ago, you could find a decent driver for $15,000. Not anymore.
If you’re looking at a numbers-matching, rotisserie-restored SS with a V8, you’re likely looking at $45,000 to $60,000. Modified "Restomods" can go even higher, sometimes touching $80,000 if they have a modern LS engine swap and high-end suspension.
However, the six-cylinder SS models are often overlooked and can be a "bargain" entry point into the hobby. You get all the style and the pedigree of the Super Sport nameplate, but without the V8 tax. And honestly, a well-tuned 194 or 230 inline-six is a smooth, charming engine for Sunday cruising. It won't win any drag races, but it will get you to the car show with plenty of smiles per gallon.
Actionable Steps for Potential Buyers
If you are seriously considering adding a 1964 Chevrolet Nova SS to your garage, don't just jump at the first shiny paint job you see. These cars are masters of disguise.
1. Check the "Nova Knee"
Look at the rear wheel wells and the lower part of the front fenders. These cars were notorious for rusting from the inside out. Reach up inside the wheel well and feel for "crunchy" metal. If the metal feels thin or uneven, it’s likely full of body filler (Bondo).
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2. Inspect the Floor Pans
Because of the unibody design, the floor pans are structural. If the floors are rotted, the whole car loses its rigidity. Pull up the carpet if the seller allows it. Check where the front subframe bolts to the body; if there is heavy scale or thinning metal there, you have a major project on your hands.
3. Verify the SS Trim Codes
Don't trust the badges. Look at the cowl tag on the firewall. If it doesn't have the Z03 code, it’s not an original Super Sport. This doesn't mean it’s a bad car, but it shouldn't command the SS premium price.
4. Decide: Purist or Performer?
Decide early on if you want a museum piece or a driver. A 100% stock 1964 Nova SS is a historical artifact, but a car with a disc brake conversion, an HEI distributor, and a modern radiator is much more enjoyable to live with. Most buyers find the sweet spot in a "period-correct" look with hidden modern safety upgrades.
5. Join the Community
Before spending a dime, spend a week on the StevesNovaSite forums. It is the single best repository of knowledge for these cars. The members there can tell you exactly which reproduction parts fit and which ones are junk. That knowledge alone will save you thousands of dollars in "trial and error" repairs.
The 1964 Chevrolet Nova SS remains a favorite because it represents a specific moment in American automotive history. It was the bridge between the simple economy cars of the 50s and the high-octane muscle car wars of the late 60s. It’s a car that feels manageable, looks timeless, and still turns heads at every stoplight. It’s not just a car; it’s a piece of mechanical Americana that you can actually fit in a standard garage.