If you walked into a Chevrolet dealership back in the autumn of 1964, you probably weren't looking for a revolution. You were likely looking for a sensible way to get to work. The 1965 Chevy Nova II was, for most people, exactly that—a "compact" car that didn't feel like a penalty box. It sat in the shadow of the newly minted Chevelle and the world-conquering Impala. But something happened that year. Chevy finally got serious about the engine bay.
The 1965 Chevy Nova II is a weird one. It’s the last year of the first-generation body style, characterized by those sharp, boxy lines and that "shoebox" silhouette that drag racers eventually obsessed over. It was a transitional moment. It wasn't quite a muscle car yet, but it had stopped being just a grocery getter.
The engine that changed everything
For the first few years of the Chevy II's life, it was a bit of a weakling. You could get a four-cylinder that was basically half a V8, or a reliable but sleepy straight-six. Then 1964 brought the 283 cubic-inch V8. That was cool, sure. But 1965 was the year the L74 code changed the game.
Chevrolet finally dropped the 327 cubic-inch small-block V8 into the Nova.
Think about that for a second. This was a car that weighed significantly less than a Chevelle or a GTO. When you stuffed 300 horsepower (the L74 rating) into a chassis that barely tipped the scales at 2,500 to 2,800 pounds, you didn't just get a fast car. You got a rocket ship. It was a power-to-weight ratio that made much larger "supercars" of the era look a bit silly at the stoplight.
Honestly, the 327 was the sweet spot. It featured a four-barrel carburetor and dual exhaust. If you were lucky enough to find one with the four-speed manual, you were driving one of the best sleepers ever built. Most people didn't know. They saw a small, upright sedan or a clean hardtop and assumed it was driven by a librarian. They were wrong.
Why the 1965 body stands out
The styling of the 1965 Chevy Nova II is distinct because of the refined trim. It had a new grille—a full-width piece that looked a bit more sophisticated than the 1964 model. The rear taillights were also updated, becoming integrated into the rear cove.
You had choices back then. The 100 series was the base. It was plain. It was "rubber floor mat" territory. Then you had the 400 series, also known as the Nova. But the crown jewel was the Super Sport (SS).
📖 Related: Why Transparent Plus Size Models Are Changing How We Actually Shop
The SS wasn't just a badge; it was an experience. You got bucket seats. You got a console. You got that distinct SS badging on the rear fenders. In 1965, the SS was available only as a sport coupe. If you see a 1965 SS convertible, someone likely built it that way—Chevy didn't.
The mechanical quirks nobody tells you about
Let's talk about the front end. It’s the Achilles' heel of the 1965 Chevy Nova II.
Unlike the Chevelle or the Camaro that came later, the Nova II used a unique front suspension setup where the upper control arms were mounted above the frame rails. The coil springs sat high up. It was a space-saving design, but it wasn't exactly built for carving corners. If you've ever driven a stock '65, you know the "Nova wander." It’s vague. It’s floaty.
And then there are the brakes.
Most of these cars rolled off the assembly line with four-wheel drum brakes. Stopping a 300-horsepower V8 with 9-inch drums is an exercise in faith. It’s one of those things that modern collectors almost always change. You’ll find that nearly every "driver" quality 1965 Nova out there has been converted to front discs. It’s basically a safety requirement at this point.
The mystery of the L79 engine
There is a massive amount of debate in the hobby about the L79 engine in the 1965 Chevy Nova II. The L79 was the legendary 327 that pushed out 350 horsepower.
Here is the truth: according to official Chevrolet production records, no L79 Novas were factory-built in 1965. That engine was reserved for the Chevelle and the Corvette that year. However, if you spend enough time at car shows, you will find "original owners" who swear they bought one.
👉 See also: Weather Forecast Calumet MI: What Most People Get Wrong About Keweenaw Winters
What actually happened? Dealerships were much more flexible back then. A savvy buyer could often have a high-performance engine swapped in before taking delivery, or they could order the parts through the "COPO" (Central Office Production Order) system if they had the right connections. But as far as regular assembly line production goes, the 300-hp L74 was the top dog for '65. The 350-hp monster didn't officially arrive in the Nova until 1966.
Living with a 1965 Nova today
Owning one of these now is a very different experience than owning a Camaro or a Chevelle. For one, parts are everywhere, but they aren't always cheap. The 1962-1965 body style shares a lot of internal components, but the 1965-specific trim can be a nightmare to find in good condition.
If you're hunting for one, check the rear quarters. Then check them again. The way the trunk and the rear glass are designed, water tends to pool in the lower corners of the fenders. It’s a rust trap.
Also, look at the "C-pillar" on the hardtops.
The 1965 Chevy Nova II hardtop has a beautiful, thin pillar design. It gives the car an airy, light feel. But that thinness means the body can flex if someone has put a lot of torque through the frame without adding subframe connectors. If the doors don't line up or the gaps look "off," the car might have spent its youth at the drag strip.
The value proposition
Prices for the 1965 Chevy Nova II have skyrocketed over the last decade. It used to be the "affordable" Chevy. Not anymore.
A clean, numbers-matching SS with the 327 can easily clear $50,000. Even the four-door sedans, once considered parts cars, are being rescued and turned into "pro-touring" builds. There’s something about that boxy shape that just works with modern wheels and a lowered stance.
✨ Don't miss: January 14, 2026: Why This Wednesday Actually Matters More Than You Think
How to spot a fake SS
Because the price gap between a standard Nova and an SS is so wide, "clones" are everywhere. It’s not necessarily a bad thing—unless you’re paying for an original.
- Check the VIN: For 1965, the VIN should start with 11837 for an SS Coupe. If it starts with 114, it’s a base model 6-cylinder car that someone dressed up.
- The Console: An original SS will have the floor-mounted console. While these can be added later, look for the factory mounting holes and the correct wiring harness for the console lights.
- The Rear Cove: The 1965 SS had a unique silver-painted rear cove area between the taillights. Most clones miss the specific shade of argent silver used by the factory.
Actionable steps for the aspiring owner
If you are seriously looking to put a 1965 Chevy Nova II in your garage, do not buy the first one you see on a popular auction site.
Start by joining the National Nova Builders Association or local Chevy II forums. These communities have "eyes" all over the country and often know the history of specific cars.
Prioritize the body over the engine. You can build a 327 or a 350 in your sleep; they are the most common engines in the world. What you cannot easily do is fix a twisted frame or a roof that has been butchered for a sunroof.
Focus on cars that have already had the front suspension addressed. Specifically, look for kits from companies like Church Boys Racing or Heidts. These kits replace the archaic factory setup with modern rack-and-pinion steering and better geometry. It makes the car drive like a modern vehicle rather than a 60-year-old tractor.
Finally, verify the documentation. In the world of 1960s Chevrolets, "Protect-O-Plates" and original build sheets are the only way to prove what the car actually was when it left the factory. Without them, you are buying a cool car, but you aren't necessarily buying an investment.
The 1965 Chevy Nova II remains one of the most honest cars of the era. It doesn't pretend to be a luxury cruiser. It's a small, lightweight platform that was accidentally perfect for high performance. Whether you keep it stock or turn it into a restomod, it represents the moment Chevrolet realized that even their smallest cars needed some serious muscle.
Check the cowl tag under the hood for the build date and paint codes before you exchange any money. If the cowl tag looks too new or the rivets aren't the correct "rosette" style, walk away. There are enough real ones left that you don't need to settle for a mystery.