2014 Chevrolet Impala LTZ
01/02/2014
Shahed Hussain
Chevrolet's Impala suffered from years of neglect, more popular as a fleet car than with retail customers. Among the best-selling sedans in America in the 1960s and 70s, the Impala is completely redesigned for 2014. Built on the same platform as the Buick LaCrosse and Cadillac XTS, the full-size Impala is the least expensive variant of the three, yet still offering the standard and optional amenities most customers expect.
Popular alternatives to the Impala are the Ford Taurus, along with the Toyota Avalon and Nissan Maxima. Other contenders include the Chrysler 300, Dodge Charger, and Hyundai Azera. The Impala is the newest in this segment, but the Toyota and Hyundai have also been redesigned recently. Chrysler, Dodge and Ford offer all-wheel drive, an option not available on the front-drive Impala. GM reserves AWD for the LaCrosse and XTS to justify their higher price points, but this strategy leaves the Impala at a disadvantage against its Detroit rivals.
Chevy sells the Impala in four trim levels: LS, LT, and LTZ, along with ECO versions of the LS and LT. Impalas are available with a choice of two inline fours and a V-6 mated to 6-speed automatic transmissions. The fuel-efficient Ecotec 2.4L I-4 powers the Impala LS and LT Eco mild hybrids. Other Impala get a 196-bhp 2.5L Ecotec or an optional 305-bhp 3.6L.
Impala pricing starts at $27,670 for the LS and ranges up to $36,715 for LTZ. We tested an Impala LTZ equipped with navigation ($795), premium audio ($700) and 20-inch alloy wheels ($400); the total added up to $39,510. Notable standard features include leather seats, HID headlamps, heated power front seats, heated steering wheel, remote start, rearview camera, and power sunroof.
Chevrolet adopted a dual-cockpit dashboard theme for the Impala, similar to the midsize Malibu. Our tested Impala's Mohave (brown) leather seats and matching door panels contrast nicely with the Jet Black interior. Charcoal wood-grain on the center console, door panels, and steering wheel faintly resembles genuine wood, but the dark hued panels blend into the surrounding black trim. The "stepped" dash looks cluttered, but Chevrolet achieved the demanding multi-panel fits to execute this complex design. The Impala's 4-spoke heated steering wheel has thumb-pads for cruise control, phone, and audio settings. Backlit gauges for the tachometer and speedometer are accompanied by a center multi-function display, plus smaller fuel and coolant temperature gauges.
The Impala LTZ driver's seat has 8-way power adjustments and lumbar support for the driver; the front passenger gets 4-way power adjustments or optional 8-way adjustability. Heated and ventilated for year-round comfort, the plush stitched leather provides excellent lateral and torso support while accommodating a wide range of physiques. Rear passengers will appreciate the Impala's generous legroom, and overall spacious accommodations. The center rear passenger won't be quite as comfortable as his or her seatmates, but at least the Impala is better than most at accommodating three-abreast seating. The two rear occupants can take advantage of the folding armrest and the integrated dual cupholders. Both rear seats fold down for extra cargo space, but the Impala lacks a trunk pass-through for skis or other long objects. Rear passengers can power mobile electronics via the 120V and 12V outlets in the rear console.
Among the new active safety technologies on Impala's option list are Forward Collision Alert, Lane Departure Warning, and Side Blind Zone Alert. Loud beeps from the Forward Collision Alert system warn the driver if the vehicle is approaching another car too fast. The Lane Departure Warning system beeps if the Impala wanders out of its lane, while the Side Blind Zone Alert will illuminate lights on the exterior mirrors to warn of approaching vehicles. Although all these technologies are useful for inattentive drivers, we were pleased that they could be manually turned off.
As with other GM vehicles, both the audio and navigation system are controlled via a touchscreen on the center stack. Chevrolet wisely provides knobs and buttons for frequently used audio and navigation settings, while other functions are accessed via the touchscreen menus. Dual-zone climate control allows the front passenger to set temperature independently. All climate control settings are directly adjustable via knobs and buttons for easy access.
Impalas are available with two Hydra-Matic automatics. The Hydra-Matic 6T70 automatic is coupled to the V-6, while the 6T40 mates with both inline-4 engines. Chevrolet aimed for maximum fuel economy with the V-6/6T70 combination: an overdrive 0.74:1 sixth gear and a tall 2.77:1 axle ratio yield EPA mileage estimates of 19/29 MPG (city/hwy.). We averaged 24-25 MPG overall, and 29-32 MPG cruising on the highway, impressive numbers for a full-size sedan. The Impala's 2.5L/6-speed automatic powertrain is slightly more efficient with a 21/31 MPG city/hwy. EPA rating, but the mileage leader is the Impala Eco with a 25/35 MPG city/hwy. estimate.
The Impala's front suspension consists of MacPherson struts, coil springs, gas-charged dampers, and a stabilizer bar. At the rear is a multi-link setup with coil springs, gas-charged dampers and a stabilizer bar. Disc brakes are at all four corners with 12.6 in. diameter vented front rotors and 12.4 in. diameter solid rear rotors. ABS, traction control, and StabiliTrak stability control are standard.
Chevy's redesign still maintained the Impala's mission as a spacious highway cruiser, reflected in its comfort-oriented suspension tuning. Potholes and bumps nearly vanish beneath its 20-inch wheels and low profile Bridgestone tires, an impressive accomplishment considering that this combination usually leads to a stiff, brittle ride. Only over frost heaves does the Impala's suspension struggle to dampen out the thumps that penetrate the cabin. Some customers may prefer the standard 18 or available 19-inch alloys along with the taller tire sidewalls for enhanced ride comfort. Around curves, moderate body roll reinforces the impression that Impala is at its best working at a relaxed pace. However, the Bridgestones do respond with immediate turn-in response, and grip tenaciously considering the Impala's substantial curb weight and front-heavy weight distribution.
Although the Impala is available with 4-cylinder power, the 3.6L V-6 is likely to be the preferred powerplant for this full-size sedan. The dual overhead cam six incorporates variable valve-timing and direct injection to produce 305-bhp @ 6,800 RPM and 264 lb.-ft. @ 5,300 RPM. With both maximum horsepower and torque output high in the RPM range, the all-aluminum six needs to be revved past 4,000 RPM for acceptable acceleration from a stop. However, the V-6 revs willingly to its redline, so we just mashed the throttle to get to the fat part of the powerband.
Mated to the V-6 is the 6T70 automatic, a smooth-shifting gearbox that slips through the gears with just the slightest pause between gears. Manual gearchanges are available via a rocker button on the shift lever, but we rarely needed to resort to manual shifting. The Impala's tall 2.77:1 axle ratio contributes to a somewhat leisurely launch, but a shorter axle ratio would likely reduce fuel economy.
After years of neglect, Chevrolet has restored the Impala as the premium 4-door sedan that it used to be in decades past. In the ensuing years, Ford, Toyota, and Chrysler have become the leaders in the full-size segment, so the Impala faces some tough competition from these excellent competitors. However, Chevrolet has expended considerable development resources to push the Impala into the top ranks of affordable large sedans.
