If you walked into a Chevrolet dealership in late 1965, you were looking at a transitional moment in American automotive history. The big-block craze was starting to boil over. The Mustang had already changed the game. But sitting there, tucked between the economy cars and the full-sized Impalas, was the 1966 Chevy II Nova. It wasn't trying to be a spaceship. It didn't have the flamboyant wings of the fifties or the massive bulk of the seventies. It was basically a box with an attitude.
Honestly, it’s one of the cleanest designs GM ever pushed out of the studio.
The 1966 model year represented the second generation of the Chevy II. Designers gave it a "Coke bottle" profile that was subtle but undeniably there. Most people just call it the Nova, even though "Nova" was technically the top-trim level for the Chevy II series back then. You could get it as a wagon, a sedan, or the sleek pillatless sport coupe. But if you wanted the real deal, you looked for the Super Sport.
What People Get Wrong About the 1966 Redesign
There’s a common misconception that the '66 was just a facelift of the '65. That's wrong. While the wheelbase stayed at 110 inches, almost every body panel was different. The grille was more vertical, the roofline on the coupes was more aggressive, and the taillights moved to a vertical orientation. It looked wider. It looked faster.
The suspension was still pretty primitive, though. You had a basic independent setup in the front and leaf springs in the back. It wasn't a Porsche. It was a street fighter.
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Under the hood, things got interesting. You could get a 1966 Chevy II Nova with a puny 153 cubic inch four-cylinder if you were a librarian or something. But the L79 option? That changed everything. We're talking about a 327 cubic inch small-block V8 pushing 350 horsepower. In a car that weighed barely 3,000 pounds, that was a recipe for disaster—the good kind.
The L79 was special because it used a high-performance hydraulic lifter camshaft. It was reliable. It didn't need the constant valve adjustments that the solid-lifter motors required. You could drive it to church on Sunday and then go hunt down Hemis on Friday night.
The Super Sport Reality
If you're hunting for a 1966 Chevy II Nova SS today, you need to check the VIN. Real SS models start with the digits 118. A lot of people clone these cars because, frankly, the base models are cheaper and look almost identical once you swap the trim. The SS package in '66 wasn't just about speed; it was an appearance package. You got the console, the bucket seats, and specific brightwork.
But here is the kicker: you could actually get the 350-hp L79 engine in a non-SS car. Imagine a plain-jane 100-series sedan with a radio delete and a small-block that screams to 6,000 RPM. That’s the ultimate sleeper.
Collectors often argue about colors. Marina Blue is the one everyone wants. It’s iconic. But if you find an original Tropic Turquoise or Lemonwood Yellow car, you’ve found something rare. GM offered 15 different exterior colors that year. Some of them were hideous, like Aztec Bronze, but today those "ugly" colors are actually worth a premium because so few survived.
Why the 1966 Model Is the One to Own
Collectors usually prefer the 1966 over the 1967 for one specific reason: the grille. The '66 has a much cleaner, more aggressive look than the '67, which added a bit more "bling" and chrome that some feel cluttered the face.
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The aftermarket support for these cars is insane. You can build an entire Nova from a catalog. But that creates a problem for buyers. Finding a "survivor" with original sheet metal is like finding a needle in a haystack. Most of these cars were raced. Hard. They were the preferred weapon for drag racers because the power-to-weight ratio was superior to the heavier Chevelles and GTOs.
If you look at the cowl tag (the little metal plate on the firewall), you can decode the car's DNA.
- 11G means it was built in the seventh month.
- TR 735 means it has the blue bucket seat interior.
- Paint CC indicates Ermine White.
The transmission options were varied, but the Muncie four-speed is the holy grail. If you see a car with the original "knee-knocker" tachometer mounted on the steering column, you’re looking at serious money.
Handling the Small-Block Heat
The 327 engine was the heart of the Nova's reputation. It wasn't just about the L79, though. You had the 275-hp version too. Even the smaller V8s turned these cars into rockets because the chassis was so light.
But light weight comes with a cost. The 1966 Chevy II Nova was known for having a bit of "flex" in the unibody. If you put too much power through it without subframe connectors, you could actually ripple the quarter panels.
Disc brakes weren't even an option from the factory in 1966. You had four-wheel drums. Stopping a 350-horsepower car with 9-inch drum brakes is... an experience. Most modern owners swap these out for Wilwood or Baer kits immediately. It’s a safety thing. No one wants to wreck a $60,000 investment because of 1960s brake fade.
Buying Advice for the Modern Collector
If you are in the market for a 1966 Chevy II Nova, don't just look at the shiny paint. Look at the "A-pillars." That’s where the roof meets the windshield. They are notorious for rusting from the inside out. If you see bubbles there, walk away. Or at least bring a big checkbook for the metal work.
The floor pans and the trunk drop-offs are also major red flags. Because the Nova used a semi-unibody design (a front subframe bolted to a unibody rear), the structural integrity of the floors is everything.
- Check the VIN and Cowl Tag for "118" status.
- Inspect the rear wheel wells for signs of "tubbing" (where racers cut the metal to fit wider tires).
- Verify the engine suffix code. An L79 should have a "ZI" suffix for a manual transmission.
- Look for the original "thin pillar" glass on coupes; it's getting harder to find replacements that fit perfectly.
Expect to pay a premium for a real-deal L79. In the current market, a numbers-matching 1966 Nova SS in #2 condition (excellent but not a trailer queen) can easily clear $75,000. If it has a rare color combo or documented racing history, that number climbs fast.
The beauty of the 1966 Chevy II Nova is that it doesn't need to be a show car to be cool. It’s a blue-collar hero. It’s the car that proved you didn't need a massive engine to go fast—you just needed a light car and a well-built small block.
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If you're looking to get into the hobby, start by joining a dedicated community like NovaResource or Steve's Nova Site. These guys have documented every nut and bolt. They can tell you if a car has the right alternator bracket or if the interior door panels are the correct "Year One" reproductions.
Before buying, always check the "X-member" on the frame if it's a convertible—though Chevy didn't make a 1966 Nova convertible. That’s a trick question often used to spot fake experts. The last Chevy II convertible was 1963. If someone tries to sell you a "factory" 1966 ragtop, they’re selling you a custom chop job.
Focus on the coupe. Get the four-speed. Drive it like you stole it. That’s what Chevrolet intended back in 1966, and it’s still the best way to enjoy this piece of American iron today.
Keep an eye on auction results from Bring a Trailer or Mecum to track the shifting values. Currently, the "restomod" trend—where owners put modern LS engines and suspension into the '66 body—is driving up the prices of even the base-model six-cylinder cars. If you find a clean, unmolested 1966 Chevy II Nova, buy it. They aren't making any more of them, and the 1966 silhouette remains the high-water mark for the entire Nova lineage.