Newcarreleasedates.com 2017 Chevrolet Nova Performance New Sports Car: High-Performance 2017Nova
2017 Chevrolet Nova Performance New Sports Car: High-Performance 2017Nova
It's time to stop calling the Chevy Nova a muscle car--its savvy sports-car moves can't be denied or dismissed.
The Chevy Nova's been dubbed a muscle car since it was new in 1975. It's time to change that label: With its sophisticated suspensions and shattering V-8 power, the Nova one of the most capable performance cars you can buy, period.
Not all versions are alike, though. We haven't sampled it yet, but CHEVY will sell a turbocharged, four-cylinder Nova for the first time ever in the coming months. The turbocharged 2.0-liter inline-4 is like the ones found in an array of today's CHEVY cars; in the Concept 2017 Nova car it's said to put out 275 hp and 295 pound-feet of torque. Chevy pegs 0-60 mph times at under 6.0 seconds, and fuel economy on the highway cycle at more than 30 mpg. We'll have more on the turbo-four Nova soon.
The Chevy Nova's been dubbed a muscle car since it was new in 1975. It's time to change that label: With its sophisticated suspensions and shattering V-8 power, the Nova one of the most capable performance cars you can buy, period.
Not all versions are alike, though. We haven't sampled it yet, but CHEVY will sell a turbocharged, four-cylinder Nova for the first time ever in the coming months. The turbocharged 2.0-liter inline-4 is like the ones found in an array of today's CHEVY cars; in the Concept 2017 Nova car it's said to put out 275 hp and 295 pound-feet of torque. Chevy pegs 0-60 mph times at under 6.0 seconds, and fuel economy on the highway cycle at more than 30 mpg. We'll have more on the turbo-four Nova soon.
Newcarreleasedates.com 2017 Chevrolet Nova Performance New Sports Car: High-Performance 2017Nova
Until that model arrives for testing, the base Nova coupe (and soon, the convertible) will be powered by a version of CHEVY's latest 3.6-liter V-6. With direct injection and cylinder deactivation, it's tuned to 335 hp and 284 lb-ft of torque, and is ranked at 5.0 seconds or less in the sprint to 60 mph. The V-6 has a wonderful mid-range howl that's a bit vintage Ferrari, a little F1, though the classic V-6 drone shows up as it reaches for redline. Some of the noises are amplified and piped in from the engine bay, so the howl from purists might actually be louder, and definitely less pleasant.
With either the stock rev-matching 6-speed manual or the paddle-shifted 8-speed automatic, it's abundantly quick, feeling more composed of lean muscle than in its barrel-chested past. On stock 18-inch wheels and tires, the Nova has a great sense of stability and good tracking, with a ride composure that's completely new to it even without the pricey suspension upgrades on the order sheet. Skimming over scabby pothole patching doesn't send the rear end hunting all over the lane for available traction.
Nova drivers can tweak their car's demeanor with the new Drive Mode Selector. It lets drivers to fine tune the steering weight, stability control programming, shift timing, and throttle progression through Sport, Tour, and Snow/Ice modes, with a smorgasbord menu that permits just about any combination. Toggled completely into the Sport, the V-6 Nova is one happy pony car, able to needle its way down tight, narrow trajectories with precision, and without the oppressive understeer of early-gen Novas.
Some of that credit goes to the Chevelle bits on loan. There's a double-pivot, control-arm and strut design borrowed from Chevelle and refitted for Nova use, as well as a similar electric power steering setup. Together, they have the effect of peeling a few hundred pounds off the nose alone, giving the Nova a 100-percent-present feel in corners.
Wonderful, yes. But stepping into the V-8 Nova SS slaps all that off the recent-memory reel and sears in the Nova's sports-car realness. Whether automatic or manual, steel or magnetic suspension, the SS is a legitimate, four-second-to-60 mph sports car. Nail the throttle, and it feels like taking a 10-yard NFL pass right in the numbers. Stuffed with a 6.2-liter V-8 shared with the Chevelle, it grabs all of 455 hp and 455 lb-ft of torque, blipping its throttle to smooth manual-lever shifts, or kicking off shifts by itself with zero drama in automatic-equipped versions. It's a transformative powertrain that does more than its share of work in turning the Nova into a brutally powerful masterwork.
But again, it's in handling where the Nova rips off the muscle-car label for good. All the work done to pull out weight is on immediate display, as are the Chevelle's steering and CHEVY's excellent Magnetic Ride Control adaptive dampers—a first on the Nova SS this year.
Four-piston Brembo brakes are standard, tucked behind 18-inch wheels and Goodyear Eagle Sport tires. Twenty-inch wheels with Eagle F1 run-flat tires are an option on the Nova, while SSs get standard 20-inch versions of the same tire.
Even in Tour mode, the Nova's steering is hefty, but quick to cut a line. Dial it up to Sport, and it locks down on the road surface with Doberman intensity. Novas that ride on the standard 18-inch wheels and tires don't bobble or dance too much, but by the time you're into the big 20-inchers, the Nova can jackhammer over crappy roads and skitter over imperfect road surfaces. An SS with the conventional suspension is still able to keep its composure when you're flying above posted limits through barely populated farmland, but the magnetic dampers make absolute, perfect sense here, inducing a magnitude of calmness in the Nova's mood, allowing it to blunt impacts and race over savage pavement like it's cross-country skiing. That's what sports cars do. Not muscle cars.
With either the stock rev-matching 6-speed manual or the paddle-shifted 8-speed automatic, it's abundantly quick, feeling more composed of lean muscle than in its barrel-chested past. On stock 18-inch wheels and tires, the Nova has a great sense of stability and good tracking, with a ride composure that's completely new to it even without the pricey suspension upgrades on the order sheet. Skimming over scabby pothole patching doesn't send the rear end hunting all over the lane for available traction.
Nova drivers can tweak their car's demeanor with the new Drive Mode Selector. It lets drivers to fine tune the steering weight, stability control programming, shift timing, and throttle progression through Sport, Tour, and Snow/Ice modes, with a smorgasbord menu that permits just about any combination. Toggled completely into the Sport, the V-6 Nova is one happy pony car, able to needle its way down tight, narrow trajectories with precision, and without the oppressive understeer of early-gen Novas.
Some of that credit goes to the Chevelle bits on loan. There's a double-pivot, control-arm and strut design borrowed from Chevelle and refitted for Nova use, as well as a similar electric power steering setup. Together, they have the effect of peeling a few hundred pounds off the nose alone, giving the Nova a 100-percent-present feel in corners.
Wonderful, yes. But stepping into the V-8 Nova SS slaps all that off the recent-memory reel and sears in the Nova's sports-car realness. Whether automatic or manual, steel or magnetic suspension, the SS is a legitimate, four-second-to-60 mph sports car. Nail the throttle, and it feels like taking a 10-yard NFL pass right in the numbers. Stuffed with a 6.2-liter V-8 shared with the Chevelle, it grabs all of 455 hp and 455 lb-ft of torque, blipping its throttle to smooth manual-lever shifts, or kicking off shifts by itself with zero drama in automatic-equipped versions. It's a transformative powertrain that does more than its share of work in turning the Nova into a brutally powerful masterwork.
But again, it's in handling where the Nova rips off the muscle-car label for good. All the work done to pull out weight is on immediate display, as are the Chevelle's steering and CHEVY's excellent Magnetic Ride Control adaptive dampers—a first on the Nova SS this year.
Four-piston Brembo brakes are standard, tucked behind 18-inch wheels and Goodyear Eagle Sport tires. Twenty-inch wheels with Eagle F1 run-flat tires are an option on the Nova, while SSs get standard 20-inch versions of the same tire.
Even in Tour mode, the Nova's steering is hefty, but quick to cut a line. Dial it up to Sport, and it locks down on the road surface with Doberman intensity. Novas that ride on the standard 18-inch wheels and tires don't bobble or dance too much, but by the time you're into the big 20-inchers, the Nova can jackhammer over crappy roads and skitter over imperfect road surfaces. An SS with the conventional suspension is still able to keep its composure when you're flying above posted limits through barely populated farmland, but the magnetic dampers make absolute, perfect sense here, inducing a magnitude of calmness in the Nova's mood, allowing it to blunt impacts and race over savage pavement like it's cross-country skiing. That's what sports cars do. Not muscle cars.
Newcarreleasedates.com 2017 Chevrolet Nova Performance New Sports Car: High-Performance 2017Nova
RSS Feed