The Chevy II saw major changes for 1968: a new chassis, revised styling, and a big jump in sales.
When Chevrolet introduced its ’68 compact line, the name was familiar but with a minor tweak. While the ’62-’67 Chevy IIs were offered in two basic series, Chevy II and Nova, for ’68 there was a single product: Chevy II Nova. (For 1969 the Chevy II name was dropped altogether.) While the automakers fret over these subtle changes in model names, do consumers pay them as much attention? Probably not.
There was no missing the Chevy II Nova’s brand new exterior, though. Designed by Chevrolet Studio 2 under the direction of Henry C. Haga and Chevrolet chief stylist Irv Rybicki, the new look was far less squared-off (enthusiasts call the earlier years “box Novas”). With six more inches of overall length, lines were considerably straighter and smoother.
The chassis was new as well, employing a hybrid unit/front subframe configuration that was shared with the Camaro. While the Camaro was the first to launch in ’67, the common arrangement was settled upon back in ’65 when both cars were still in development. Here, the front stub-frame was isolated from the floorpan with a set of large, soft synthetic rubber bushings for a smoother, quieter ride. .
In typical Chevrolet fashion, a wide range of engines was offered. The 90-hp inline four continued, along with two inline sixes and a flock of V8s. A 350 CID small-block with 295 hp was standard in the Nova Super Sport, but big-blocks were now on the menu, too, including the L78 396 V8 with 375 hp. Transmission choices included three-and-four speed manuals and the Powerglde automatic. A handful of L78 cars were equipped with the Turbo-Hydramatic 400, while at mid-year the quirky Torque Drive economy transmission was introduced for the inline four and sixes. Essentially, it was a shift-it-yourself Powerglide.
In the streamlined ’68 product line, there were now just two body styles: a two-door post coupe and a four-door sedan. The hardtops and station wagons were gone. (There was an Exterior Decor option with bright-metal window reveals to make the coupe look more like a hardtop.) But even with fewer choices for car buyers, sales still shot up 75 percent over 1967— a success by any measure. With periodic styling and hardware updates, the ’68 Nova’s basic package remained in production all the way through 1979, and Pontiac, Olds, and Buick versions were spun off as well. There was a final Chevy Nova in 1985-88, but it was a rebadged Toyota.
The ubiquitous belly button car, as in everybody had one. It was a 71 model, but my brother & I built one for bracket racing; 327 with a 13.5/1 compression ratio, racing Powerglide with a Hurst Quarter Stick shifter, 5:13 Posi rear. That little Nova was pretty wicked.
While not a GM fan in particular, this era had some of their best styling. The new Nova, the second gen Corvair and the 1970 Chevelle all stand out as great designs.
Dad bought the base 4 door in 1972. The dark metallic green, 6 cylinder, Powerglide no Cigar lighter. The front cowl panel seam leaked into the driver foot well. It was never fixed properly as the car needed to be taken apart at the firewall. Naturally the driver floor pan rotted out a few years later.
Our family had a six-cylinder Camaro with Torque Drive. It worked fine if rather peculiar, but today I don’t understand the economics of it for GM.. It couldn’t be much cheaper to produce than a fully functional Powerglide.
My Grandma had a 67 Chevy II Nova. She never called it a Nova, even though it had the nameplate on the rear fender. It was always her Chevy II.
I wouldn’t mind having a 68-72 SS Nova with the 350 4 speed.
Had 68 with a 153 engine and a semi automatic had to manually shift from lo to drive great car had over 200 thousand miles when I sold. It
I never called any of them any thing but Chevy II or Chevy II SS. LOL.