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Chevrolet Chevy II plus the Nova SS-1962 to ’65

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The first Chevrolet Chevy II was available in showrooms in September 1961 for the 1962 model year. The unconventional Chevrolet Corvair could not compete with the Ford Falcon. To meet Ford head on a full complement of Chevy II models are on the table with five body styles plus four trim options; the 100, the 200, the 300, and the 400 (the 200 series was axed very quickly after launch) to compete against the Ford Falcon. The conventional rear wheel drive Chevy II is on the Chevrolet “X” body platform and is of semi-unibody design with the front and rear sections bolted onto the unitized body. Head to head competition, the Chevy II, is marketed on a half inch longer wheelbase than the Falcon. For the ’62 and ’63 models the power options were a four cylinder 153 cu in (2.5 L) and a 194 cu in (3.2 L) inline six both with overhead valves. The Chevy II Nova initially did not come with a V8 but late in the ’62 model year a V8 became a dealer installed option, including a fuel injected version-the same as offered in the Corvette. With its lightweight, this Chevy II became a popular choice for drag racers. The convertible and the hardtop were dropped after ’63 but came back late in ’64 by popular demand. The SS model was available from ’63 with a full complement of options; all the logos, uptown instruments, special wheel covers, side moldings, buckets, and a floor shift kit for the 400 version and the dealer could install a V8 if the factory standard six wasn’t good enough

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Chevy II sales dropped in ’64 with the Chevelle coming on line that year which prompted Chevrolet to offer the first Chevy II V8 as a factory option with a 283 cu in (4.6 L) engine developing 195 hp (145 kW) offered alongside a now larger 230 cu in (3.8 L) six. For 1965 the Chevy II gets a revised full width grill with integral headlights, parking lights placed into the bumper, a new roofline, restyled tail lights, and the back-up lights are updated as well. The entry level 100 and the Nova 400 both come in three body styles and as standard fare a column mounted three speed. The power option is the Nova SS in a sport coupe only. This car came with a brushed chrome console and could have a four speed manual or the Powerglide automatic transmission installed at the customers choice. The uptown models have vinyl buckets and instrument gauges-not idiot lights. The four cylinder power is only available for the entry level 100 model but the engine line-up numbers six for the Chevy II which is now officially able to compete as a muscle car. The largest engine available is a 327 offering up to 300 hp (220 kW) which puts the Nova SS close to the same class as the GTO and the Olds 4-4-2 for accelerating. In the summer of ’65 a higher powered 283 became an option and with the dual exhaust system would produce 220 hp. The Chevelle, Malibu, and the newly revised Corvair had eaten into the Chevy II market and this car has the dubious distinction of being the only model in the G.M. line-up to have a sales decrease in ’65 despite high praise from the critics. For ’65 there were 122,800 Chevy II models sold (9,100 were the Nova SS) with almost double that number of Ford Falcons sold (213,602) that year.


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4 days ago

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Hanging out at the Petersen Museum today ...

2 weeks ago

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Perfect 1969 z-28 professionally built body and drivetrain ...

3 weeks ago

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1948 Cadillac Ambulance pulled from yard Also 58 Ford Skyliner ...

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Streamlined roof-mounted emergency lighting pods were beginning to appear by 1940 and Meteor showed a number of ambulances so-equipped in their mailings. Meteor's flower cars were topped by 5-window business coupe-style roofs and featured a fake folded convertible top made of aluminum mounted at the rear of the flower box. Meteor introduced a new driver's door first seen on 1939 S&S carved-panel coaches that featured an unusual A-shaped window frame. Meteor then mounted a miniature coach lamp within the triangular panel that was now part of the body. Although the new arched door looked great on their service cars, flower cars and carved Gothic hearses, it looked hideous when combined with the vertical B & C pillars found on their limousine-style coaches and ambulances. The rear door window frames as well as the B-pillars and C-pillars were still vertically oriented and clashed with the sharply sloping outline of the front door's arched window-frame.S&S did the right thing and used vertical B-pillar front door frames on their regular limousine-style and landau-style hearses and ambulances. Although they could have used a regular door on their limousine-style coaches and ambulances (as did S&S), for some unknown reason, Meteor didn't and continued producing ugly limousine style coaches until 1950, when regular door frames returned.Quite unfairly, LaSalle had acquired the reputation of being a "cheap" Cadillac and was eliminated by GM just as Cadillac released their new Bill Mitchell-designed models in 1941. The new Cadillac was decidedly forward-looking, side-mounted spares had been eliminated and the new Hydra-Matic automatic transmission was available for the first time having been pioneered by Oldsmobile in the previous year. The prow-nosed look seen in the Thirties was gone, replaced by massive front-end highlighted by the now-famous egg-crate grille. Headlamps were now mounted in, rather than on top of, the front fenders. Equipped with a Cord-like coffin-nose hood the new Cadillacs were noticeably different from their predecessors and set the standard for American luxury during the 1940s. A mid-sized 29-passenger transit bus prototype called the 101 was built during 1941, but never saw production. However their experience with the vehicle helped procure a large contract to produce bodies for a post-war Reo transit coach.The A-framed Meteor coaches continued little unchanged through 1942 although a less-expensive series of coaches appeared in 1941 mounted on Chevrolet chassis that featured normal-looking vertically-oriented B-pillars. When seen on a flower car body, Meteor's A-framed front doors looked good and their 1942 version featured a 5-window business coupe roof mounted on top of a standard Meteor coach body that had been built with no structure above the beltline. The coupe's blanked-in rear quarter-windows were covered by a landau bar and the base of the roof flowed straight back to the rear of the flower box which still had a makeshift faux folded-convertible roof. The rear doors were left intact and could be used to load chairs or other graveside necessities. Access to the casket compartment was through the tailgate which had built-in casket rollers that matched those on the compartment floor. The height of the exposed stainless steel flower deck was hydraulically adjustable so that different-sized floral tributes could be accommodated and a tonneau was included to cover the bed when not in use.After an illustrious career with Henney and a short stint at the Des Moines Casket Company, automotive designer Herman Earl (1878-1957) worked for Meteor up until his retirement during WWII. Another famous wartime Meteor employee was John B. Judkins who became a consultant for the firm, when his Merrimac, MA coachbuilding firm folded in 1942. During the War, Meteor manufactured aviation equipment for the US Navy and ramped up for civilian production in early 1945.Immediately after the war Meteor built 969 bus bodies for Reo's post-war 96-HT 'Victory' bus (1945-1947). These Reo-Meteor coaches included a Continental 427cu in 6­cylinder gasoline engine mounted under the floor and featured sectional bodies similar to those produced by Wayne Works.1946-1948 Meteor coaches remained unchanged from the pre-war 1942 models and still included weird A-framed front doors with integral miniature coach lamps. As with other makers, post-war prices increased by about 50% and new Meteor coaches started at $5,000. All Meteor coaches were now built on Cadillac chassis and included rear fender skirts plus optional automatic transmission and air-conditioning. Ambulances could be ordered with built-in roof-top warning lights, a choice of sirens plus a clever front fender-mounted fire extinguisher.Cadillac's new commercial chassis was available beginning 1949, one year after the introduction of their famous P-38 Lightning-influenced rear fenders.

Are the engine and drive train still there?

It's all there folks!

No engine

I like to see them when their done too.

Thing is really trashed

Yep

Greg Andry

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4 weeks ago

Muscle Car Fan

About 60 vintage Vintage parts cars for sale in Michigan. Cadillacs, Olds... ...

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1 month ago

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Super Clean 1966 Chevy Caprice ...

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One beautiful Car. One of my favorites !!!! I wish I had the money to buy it !!!!!!🚦

Had one miss it

Mauricio Costa Augusto Taques

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