Chevrolet: Impala News
09-30-2005, 11:13 PM
#126
I've seen a few too. But oddly enough, they don't look big. The outgoing Impala, you could see it was a big sedan but the new one looks more compact, even though I know it's a full sizer.
09-30-2005, 11:19 PM
#127
Lola
Originally Posted by phile
I've seen a few too. But oddly enough, they don't look big. The outgoing Impala, you could see it was a big sedan but the new one looks more compact, even though I know it's a full sizer.
They claimed the SS has the most standard horsepower in its class.
10-01-2005, 06:34 AM
#128
GEEZER
Anything they have changed on that car helps. And they finally got rid of the AREOLA tailights.
10-01-2005, 06:04 PM
#130
Registered Abuser of VTEC
Originally Posted by 1killercls
Anything they have changed on that car helps. And they finally got rid of the AREOLA tailights.
I can't help but notice that even on the model with a leather interior, there is still a reminiscence of rental-car-ness. They screwed up the details again. The shift knob is PLASTIC, and the CD changer and climate control area is ugly, and looks cheap. The abuse of fake wood is a little rough too. Fake wood can look good, just not in such volumes. And everything is too flat. The interior designers F'd up IMO.
10-01-2005, 07:42 PM
#132
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Originally Posted by kansaiwalker1
Barely? Let's see, half of Impala sales are fleet/rental. 
The car can sell 10 a month but the specs/features/quality have it right in there with the leaders of the segment.
10-01-2005, 09:53 PM
#133
Smitty's Moral Police
If GM keeps raising the bar for themselves they may get some competitive cars out there, and that's good for us (the consumers). This is a good step forward from the last impala, but damn..5.3l producing 303hp? 3.9 producing 240? And a 4 spd automatic? And the price is higher than the Camry/Accord..of course, that's only the list price. But they're taking steps to fix that too, so, good on 'em.
10-04-2005, 03:25 AM
#138
Originally Posted by gavriil
There we go again.
Have you looked at:
1. This is the base engine for a car in a class where pretty much everyone else starts with a 2.4L 4 cyl. and
2. While being a 6 with tons more power than a 4, it gives you the gas consumption of a 4, if not better than that. Look at the whole set of specs, not just specific power.
Getting 214 pounds of torque out of the base engine in an Impala is a feat in my opinion. BMW's 3.0L base engine makes torque in the 180s range. That's what's horrible when you look at price, consumption, etc.
Have you looked at:
1. This is the base engine for a car in a class where pretty much everyone else starts with a 2.4L 4 cyl. and
2. While being a 6 with tons more power than a 4, it gives you the gas consumption of a 4, if not better than that. Look at the whole set of specs, not just specific power.
Getting 214 pounds of torque out of the base engine in an Impala is a feat in my opinion. BMW's 3.0L base engine makes torque in the 180s range. That's what's horrible when you look at price, consumption, etc.
BMW made a cheap 3.0L for US market only and it's not a standard engine offered to the rest of the world. It simply got simplified to create more differentiation in the market and it's not a measurement of BMW's ability to build a higer power N/A engine.
The regular 3.0 on the 330i and 530i makes 255 HP and 220lb-ft.
Until GM can build a N/A engine with more than 100 HP per liter with big displacement, then you can make an argument on BMW engine vs GM's engine.
Getting 214 lb-ft out of a 3.5 L engine is not a feat, but a disgrace.
10-04-2005, 07:55 AM
#139
That was uncalled for...
I think its ugly....I agree that these domestic companies cannot produce a nice and good looking interior that has the same fit and finish as most of the imports....
12-22-2005, 03:43 PM
#140
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First Drive: 2006 Chevrolet Impala - - By Steven Cole Smith - - Motor Trend, October 2005 - - Source: MotorTrend.com
Yeah, we know: The Chevrolet Impala barely shows up on your radar screen, except maybe when that Impala is attached to the local constabulary's radar gun or greets you at an airport rental-car lot. But it's impossible to ignore that it's the best-selling American-branded car, beat out in 2004 only by the Toyota Camry and Honda Accord. Sure, a goodly percentage of those were lower-margin fleet sales, and many were accomplished via massive rebates, but the fact that Chevy managed to move 290,259 Impalas last year--no matter how it managed it--suggests cash-cow status for a company currently running a thin herd.
For 2006, Chevrolet says we're getting an "all-new" Impala. Sure, the nose and tail look different, but the profile hasn't changed much. But looks don't tell the story: Only about 25 percent of the 2006 Impala is holdover, and that means lots of new bits and pieces.
One new bit is welcome: a 303-horse version of the 5.3-liter V-8 for the SS model, the first Impala V-8 since 1996. And, yes, devotees of that particular Caprice-based Impala SS might complain the powered wheels are on the wrong end, but we'll take power where we find it, front drive or not.
The V-8 is one of three engines offered in the 2006 Impala. The base model has a new 3.5-liter, 211-horse V-6, replacing the weak-willed, 180-horse, 3.4-liter V-6 standard for 2005. The new mid-level engine is a 3.9-liter V-6 with 242 horses, replacing last year's 200-horse 3.8-liter V-6; it even has two more horses than the supercharged 3.8 in the 2005 Impala SS. Incidentally, this engine lineup is identical for the 2006 Monte Carlo, which follows the Impala by about three months.
Both V-6s and the V-8 share the familiar 4T65-E four-speed automatic, with beefed-up internals for the V-8. Yes, a five-speed automatic was considered, but budget concerns and the reliability of the 4T65-E earned it the nod. And while another gear or two would be nice, all three powerplants have enough torque to make the four-speed acceptable, if hardly cutting edge.
The 3.5- and 3.9-liter V-6s share only valve lifters with previous GM engines. More than 80 percent of the parts are -common for the two V-6s, however. Both have a rudimentary version of variable valve timing--there's a vane-type camshaft phaser that changes the angular orientation of the cam, thereby adjusting the timing of the intake and exhaust valves.
GM says the 60-degree engines are inherently smooth enough to eliminate the need for balance shafts, and we'd agree. In fact, the 3.5-liter V-6--EPA-rated at 21-mpg city/31-mpg highway and E85-capable (meaning it can run on fuel that's 85 percent ethanol)--is good enough that we wonder if the 3.9-liter is even needed. Chevy claims an 8.4-second 0-to-60-mph time for the 3.5 engine, 7.8 seconds for the 3.9, and a brisk 5.7 for the 5.3-liter V-8. The 3.5 has a single exhaust tip, while the 3.9 and 5.3 have chromed dual tips. Neither, though, has a true dual exhaust.
With a layout essentially identical to the 5.3-liter version of the 2005 Pontiac Grand Prix, the turned-sideways V-8 is a tight fit, nicely executed. Yes, there's torque steer under acceleration, but it isn't, say, Saab Viggen torque steer. The V-8 has displacement on demand, and it's moderately seamless. You can feel something happening, but it's hard to tell if it's the four cylinders leaving or rejoining the party or the clunky torque converter. A dash display indicates how many cylinders are working and when. Fuel mileage is improved up to eight percent with DOD, Chevy says: EPA for the V-8 is 18-mpg city/28 highway. Premium fuel is recommended to achieve the full 303 horses, but not required if you can get along with fewer.
Inside, the redesigned interior is well done, even on the base LS model. The LT is the next step up, and the only one offered with the 3.5 or 3.9 engines. The LTZ has only the 3.9. The SS, which Chevy figures will account for about 10 percent of Impala sales, has the all-aluminum 5.3 plus a stiffer suspension and P235/50R18 W-rated radials. The 3.9 has P225/55R17 tires, and the 3.5 has P225/60R16s. All rubber is Goodyear. The SS's suspension is the stiffest of the Impala quartet, but considerably less stiff than its V-8-powered cousin, the Pontiac Grand Prix GXP.
As before, six adults can fit in the Impala, but five would be happier, and four downright cheerful. A flip-down center console makes the front bench seat seem like a pair of buckets. The neatest interior update: Rear-seat bottom cushions tilt forward, minivan-like, and the seatbacks fold flat. That space, opening to the 18.6-cubic-foot trunk, makes for an enormous storage area--or a great dog run.
OnStar is standard on all Impalas. Several stereo systems are offered, but none has cassette players. They do, however, have accessory plug-ins for an iPod. Antilock brakes are packaged with traction control, and that package is optional on the LS and LT, standard on the other models. Brakes are four-wheel disc.
The 2006 Impala is less expensive than the 2005 model, with the LS starting at $21,990. The SS starts at $27,790 and, with every option, tops out at $31,450. A Dodge Charger R/T starts at $29,995.
Is the Impala SS as much fun as the Charger? No. But it's a lot more fun than it used to be.
2006 Chevrolet Impala
Base price $21,990-$27,790
Vehicle layout Front engine, FWD, 5- or 6-pass, 4-door sedan
Engines 3.5L/211-hp/214 lb-ft/ OHV 12-valve V-6; 3.9L/242-hp*/242 lb-ft* OHV 12-valve V-6; 5.3L/303-hp/323 lb-ft OHV 16-valve V-8
Transmission 4-speed automatic
Curb weight 3550-3700 lb (mfr)
Wheelbase 110.5 in
Length x Width x Height 200.4 x 72.9 x 58.7 in
0-60 mph 5.7-8.4 sec (mfr est)
EPA city/hwy fuel econ 18-21/28-31 mpg
On sale in U.S. Currently
*SAE J2723 certified output
For 2006, Chevrolet says we're getting an "all-new" Impala. Sure, the nose and tail look different, but the profile hasn't changed much. But looks don't tell the story: Only about 25 percent of the 2006 Impala is holdover, and that means lots of new bits and pieces.
One new bit is welcome: a 303-horse version of the 5.3-liter V-8 for the SS model, the first Impala V-8 since 1996. And, yes, devotees of that particular Caprice-based Impala SS might complain the powered wheels are on the wrong end, but we'll take power where we find it, front drive or not.
The V-8 is one of three engines offered in the 2006 Impala. The base model has a new 3.5-liter, 211-horse V-6, replacing the weak-willed, 180-horse, 3.4-liter V-6 standard for 2005. The new mid-level engine is a 3.9-liter V-6 with 242 horses, replacing last year's 200-horse 3.8-liter V-6; it even has two more horses than the supercharged 3.8 in the 2005 Impala SS. Incidentally, this engine lineup is identical for the 2006 Monte Carlo, which follows the Impala by about three months.
Both V-6s and the V-8 share the familiar 4T65-E four-speed automatic, with beefed-up internals for the V-8. Yes, a five-speed automatic was considered, but budget concerns and the reliability of the 4T65-E earned it the nod. And while another gear or two would be nice, all three powerplants have enough torque to make the four-speed acceptable, if hardly cutting edge.
The 3.5- and 3.9-liter V-6s share only valve lifters with previous GM engines. More than 80 percent of the parts are -common for the two V-6s, however. Both have a rudimentary version of variable valve timing--there's a vane-type camshaft phaser that changes the angular orientation of the cam, thereby adjusting the timing of the intake and exhaust valves.
GM says the 60-degree engines are inherently smooth enough to eliminate the need for balance shafts, and we'd agree. In fact, the 3.5-liter V-6--EPA-rated at 21-mpg city/31-mpg highway and E85-capable (meaning it can run on fuel that's 85 percent ethanol)--is good enough that we wonder if the 3.9-liter is even needed. Chevy claims an 8.4-second 0-to-60-mph time for the 3.5 engine, 7.8 seconds for the 3.9, and a brisk 5.7 for the 5.3-liter V-8. The 3.5 has a single exhaust tip, while the 3.9 and 5.3 have chromed dual tips. Neither, though, has a true dual exhaust.
With a layout essentially identical to the 5.3-liter version of the 2005 Pontiac Grand Prix, the turned-sideways V-8 is a tight fit, nicely executed. Yes, there's torque steer under acceleration, but it isn't, say, Saab Viggen torque steer. The V-8 has displacement on demand, and it's moderately seamless. You can feel something happening, but it's hard to tell if it's the four cylinders leaving or rejoining the party or the clunky torque converter. A dash display indicates how many cylinders are working and when. Fuel mileage is improved up to eight percent with DOD, Chevy says: EPA for the V-8 is 18-mpg city/28 highway. Premium fuel is recommended to achieve the full 303 horses, but not required if you can get along with fewer.
Inside, the redesigned interior is well done, even on the base LS model. The LT is the next step up, and the only one offered with the 3.5 or 3.9 engines. The LTZ has only the 3.9. The SS, which Chevy figures will account for about 10 percent of Impala sales, has the all-aluminum 5.3 plus a stiffer suspension and P235/50R18 W-rated radials. The 3.9 has P225/55R17 tires, and the 3.5 has P225/60R16s. All rubber is Goodyear. The SS's suspension is the stiffest of the Impala quartet, but considerably less stiff than its V-8-powered cousin, the Pontiac Grand Prix GXP.
As before, six adults can fit in the Impala, but five would be happier, and four downright cheerful. A flip-down center console makes the front bench seat seem like a pair of buckets. The neatest interior update: Rear-seat bottom cushions tilt forward, minivan-like, and the seatbacks fold flat. That space, opening to the 18.6-cubic-foot trunk, makes for an enormous storage area--or a great dog run.
OnStar is standard on all Impalas. Several stereo systems are offered, but none has cassette players. They do, however, have accessory plug-ins for an iPod. Antilock brakes are packaged with traction control, and that package is optional on the LS and LT, standard on the other models. Brakes are four-wheel disc.
The 2006 Impala is less expensive than the 2005 model, with the LS starting at $21,990. The SS starts at $27,790 and, with every option, tops out at $31,450. A Dodge Charger R/T starts at $29,995.
Is the Impala SS as much fun as the Charger? No. But it's a lot more fun than it used to be.
2006 Chevrolet Impala
Base price $21,990-$27,790
Vehicle layout Front engine, FWD, 5- or 6-pass, 4-door sedan
Engines 3.5L/211-hp/214 lb-ft/ OHV 12-valve V-6; 3.9L/242-hp*/242 lb-ft* OHV 12-valve V-6; 5.3L/303-hp/323 lb-ft OHV 16-valve V-8
Transmission 4-speed automatic
Curb weight 3550-3700 lb (mfr)
Wheelbase 110.5 in
Length x Width x Height 200.4 x 72.9 x 58.7 in
0-60 mph 5.7-8.4 sec (mfr est)
EPA city/hwy fuel econ 18-21/28-31 mpg
On sale in U.S. Currently
*SAE J2723 certified output
12-22-2005, 09:11 PM
#142
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You guys are being way too difficult. From what I know, the problem is the way the Impala drives, and maybe the seat support. The interior quality is fine for the price.
12-24-2005, 11:22 AM
#143
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Originally Posted by dozorca
IS there really a need for the 3.9L? The 4-speed transmission is a joke! Welcome to 2005-6 GM!
2. The 4 speed will soon become a 6-speed. I am guessing less than a year from now.
12-24-2005, 11:58 AM
#144
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One guy that works for me just bought a new Impala LTZ with the 3.9L engine. I was expecting the worst when he took me for a drive, but it actually is a pretty nice car. Definitely an improvement over the past GM midsize cars and the 3.9L engine was suprisingly smooth and powerful.
It's still not at the level of the Accord or Camry, but it's a decent alternative now.
It's still not at the level of the Accord or Camry, but it's a decent alternative now.
12-24-2005, 02:10 PM
#145
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Originally Posted by cusdaddy
One guy that works for me just bought a new Impala LTZ with the 3.9L engine. I was expecting the worst when he took me for a drive, but it actually is a pretty nice car. Definitely an improvement over the past GM midsize cars and the 3.9L engine was suprisingly smooth and powerful.
It's still not at the level of the Accord or Camry, but it's a decent alternative now.
It's still not at the level of the Accord or Camry, but it's a decent alternative now.
That car won't be worth more than $8k in three years. My 2004 Mazda3s 5dr is still worth $14k (MSRP was 18k) going on 2.5 years from the in-service date.
Buying a GM is a bad financial decision.
12-24-2005, 04:26 PM
#146
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Originally Posted by charliemike
What did he pay for it? Because if he paid more than $16k for it, he got ripped off.
That car won't be worth more than $8k in three years. My 2004 Mazda3s 5dr is still worth $14k (MSRP was 18k) going on 2.5 years from the in-service date.
Buying a GM is a bad financial decision.
That car won't be worth more than $8k in three years. My 2004 Mazda3s 5dr is still worth $14k (MSRP was 18k) going on 2.5 years from the in-service date.
Buying a GM is a bad financial decision.
BTW, I'd like to see you actually get 14k for your Mazda3. When I sold my Acura CL-S (less than 2 years old at the time), it was supposedly "worth" 23.5k, but the best I could find after much searching was 19.5k. Now, I'm sure the Mazda3 has a little better resale than the CL did, but the used car market today is pretty weak due to the low financing and incentives being thrown around lately.
Last edited by cusdaddy; 12-24-2005 at 04:31 PM.
03-20-2006, 02:52 PM
#147
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GM puts a lid on Impala output in effort to boost pricing - - By JAMIE LAREAU | AUTOMOTIVE NEWS - - Source: Autoweek
DETROIT -- How do you make more profit while selling fewer vehicles? By controlling inventory and squeezing more revenue out of each transaction.
General Motors is capping production of the Chevrolet Impala sedan at 250,000 units for sale in the United States and Canada this year, a knowledgeable source says. That means GM is sacrificing about 60,000 sales of its best-selling car. GM also will emphasize higher trim levels to increase transaction prices.
The automaker is trading unit volume for what it expects will be higher transaction prices, lower incentives and higher residual values. One key goal: Cut fleet sales of the Impala, which hit 50 percent of total Impala sales last year.
GM also will cut costs by cutting the third shift at the Oshawa, Ontario, plant where the Impala is assembled.
GM is adjusting production on other good sellers to manage inventory and extract more revenue out of each transaction. The source says GM will hold production of the Chevrolet HHR at 120,000 units rather than add capacity to build more of the popular sport wagon.
By contrast, GM is increasing production of higher-priced versions of the so-far-successful new Tahoe large SUV.
Sale prices rise
GM's is seeing higher transaction prices for the new Impala, which came out last fall, and the new Tahoe.
According to J.D. Power and Associates' Power Information Network, the 2006 Impala's average transaction price last month was $22,082, compared with the 2005 model's average transaction of $20,387 a year earlier. (See box.) The base Impala starts at $20,990, including shipping. The top Impala model starts at $26,990.
The 2007 Tahoe's average transaction price in February was $41,233, compared with the 2006 model's average transaction price last February of $34,546, according to the PIN data.
The 2007 Tahoe's average turn rate is 13 days, compared with 94 days for the 2006 model. The top-line model Tahoe has a sticker price at $38,990, including shipping.
U.S. Tahoe sales for the first two months of 2006 were 28,524, up 49.8 percent from the year-ago period, according to the Automotive News Data Center.
Chevrolet General Manager Ed Peper says demand is strong for the high-trim versions of the Tahoe, prompting GM to build more 3LT and LTZ models.
Chevrolet executives monitor dealers' orders daily and make production adjustments, Peper says. One surprise, he says, has been sales of the high-trim Impala SS models with V-8 engines, which the old model didn't have.
In 2004 GM built 296,594 Impala sedans, and last year built 258,524 as it phased out the old version and ramped up to build the new one. GM sold 311,135 Impalas in the United States and Canada in 2004, the last full year of production of the old model.
GM could easily sell 300,000 Impalas this year, the source estimates. But GM is set to cut a third shift sometime this year at the Oshawa plant. GM added the shift in June 2002.
GM would have to keep that shift if it were to build the maximum capacity, the source says.
Peper would not comment on the shift. But he says GM wants to limit fleet sales and increase retail sales to bolster residual values.
50% fleet
Last year, fleet sales were slightly more than 50 percent of Impala sales, says a source familiar with the data who asked to not be identified. Those data include 2005 and 2006 models. Fleet sales of a key competitor, the Toyota Camry, were less than 10 percent of overall 2005 sales, the source said.
According to figures from Automotive Lease Guide in Santa Barbara, Calif., the 36-month residual on the 2006 base Impala LS is 42 percent. That jumps to 44 percent on the LT model with the 3.8-liter V-6 and 45 percent on the high-trim SS model.
The 36-month residual on the base Camry is 49 percent, and it's 51 percent on the top-line Camry XLE V-6, according to Automotive Lease Guide.
At the end of last year, Chevrolet increased production of the HHR and will boost it again this year, Peper says. He declined to give a specific number. But a knowledgeable source says that after "several capacity adjustments," GM plans to build about 120,000 HHRs this model year.
"That's max without building additional capacity," the source adds.
Chevrolet launched the HHR last June and sold 41,011 of the sport wagons in 2005. During the first two months of this year Chevrolet sold 16,610, according to the Automotive News Data Center.
Managing Tahoe production is complicated by the fact that it is part of a group of full-sized SUVs coming out of the Janesville, Wis.; Arlington, Texas; and Silao, Mexico, assembly plants. That means that any changes to Tahoe production must take into account the coming launches of the Chevrolet Suburban SUV, due in late April, and the Avalanche pickup, due this summer.
Other full-sized SUVs built in those plants are the GMC Yukon and Yukon XL and the Cadillac Escalade, Escalade EXT and Escalade ESV.
In 2005, according to the Automotive News Data Center, GM built 495,201 trucks at all three plants combined, on two shifts.
General Motors is capping production of the Chevrolet Impala sedan at 250,000 units for sale in the United States and Canada this year, a knowledgeable source says. That means GM is sacrificing about 60,000 sales of its best-selling car. GM also will emphasize higher trim levels to increase transaction prices.
The automaker is trading unit volume for what it expects will be higher transaction prices, lower incentives and higher residual values. One key goal: Cut fleet sales of the Impala, which hit 50 percent of total Impala sales last year.
GM also will cut costs by cutting the third shift at the Oshawa, Ontario, plant where the Impala is assembled.
GM is adjusting production on other good sellers to manage inventory and extract more revenue out of each transaction. The source says GM will hold production of the Chevrolet HHR at 120,000 units rather than add capacity to build more of the popular sport wagon.
By contrast, GM is increasing production of higher-priced versions of the so-far-successful new Tahoe large SUV.
Sale prices rise
GM's is seeing higher transaction prices for the new Impala, which came out last fall, and the new Tahoe.
According to J.D. Power and Associates' Power Information Network, the 2006 Impala's average transaction price last month was $22,082, compared with the 2005 model's average transaction of $20,387 a year earlier. (See box.) The base Impala starts at $20,990, including shipping. The top Impala model starts at $26,990.
The 2007 Tahoe's average transaction price in February was $41,233, compared with the 2006 model's average transaction price last February of $34,546, according to the PIN data.
The 2007 Tahoe's average turn rate is 13 days, compared with 94 days for the 2006 model. The top-line model Tahoe has a sticker price at $38,990, including shipping.
U.S. Tahoe sales for the first two months of 2006 were 28,524, up 49.8 percent from the year-ago period, according to the Automotive News Data Center.
Chevrolet General Manager Ed Peper says demand is strong for the high-trim versions of the Tahoe, prompting GM to build more 3LT and LTZ models.
Chevrolet executives monitor dealers' orders daily and make production adjustments, Peper says. One surprise, he says, has been sales of the high-trim Impala SS models with V-8 engines, which the old model didn't have.
In 2004 GM built 296,594 Impala sedans, and last year built 258,524 as it phased out the old version and ramped up to build the new one. GM sold 311,135 Impalas in the United States and Canada in 2004, the last full year of production of the old model.
GM could easily sell 300,000 Impalas this year, the source estimates. But GM is set to cut a third shift sometime this year at the Oshawa plant. GM added the shift in June 2002.
GM would have to keep that shift if it were to build the maximum capacity, the source says.
Peper would not comment on the shift. But he says GM wants to limit fleet sales and increase retail sales to bolster residual values.
50% fleet
Last year, fleet sales were slightly more than 50 percent of Impala sales, says a source familiar with the data who asked to not be identified. Those data include 2005 and 2006 models. Fleet sales of a key competitor, the Toyota Camry, were less than 10 percent of overall 2005 sales, the source said.
According to figures from Automotive Lease Guide in Santa Barbara, Calif., the 36-month residual on the 2006 base Impala LS is 42 percent. That jumps to 44 percent on the LT model with the 3.8-liter V-6 and 45 percent on the high-trim SS model.
The 36-month residual on the base Camry is 49 percent, and it's 51 percent on the top-line Camry XLE V-6, according to Automotive Lease Guide.
At the end of last year, Chevrolet increased production of the HHR and will boost it again this year, Peper says. He declined to give a specific number. But a knowledgeable source says that after "several capacity adjustments," GM plans to build about 120,000 HHRs this model year.
"That's max without building additional capacity," the source adds.
Chevrolet launched the HHR last June and sold 41,011 of the sport wagons in 2005. During the first two months of this year Chevrolet sold 16,610, according to the Automotive News Data Center.
Managing Tahoe production is complicated by the fact that it is part of a group of full-sized SUVs coming out of the Janesville, Wis.; Arlington, Texas; and Silao, Mexico, assembly plants. That means that any changes to Tahoe production must take into account the coming launches of the Chevrolet Suburban SUV, due in late April, and the Avalanche pickup, due this summer.
Other full-sized SUVs built in those plants are the GMC Yukon and Yukon XL and the Cadillac Escalade, Escalade EXT and Escalade ESV.
In 2005, according to the Automotive News Data Center, GM built 495,201 trucks at all three plants combined, on two shifts.
05-16-2006, 04:30 PM
#148
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2006 Impala SS: A Car with a split personality
Powerful impulses from a car with a split personality.
BY TONY QUIROGA
PHOTOGRAPHY BY AARON KILEY
June 2006
There’s an internal fight going on in the Impala SS, an existential struggle between the car’s performance and family duties that is glaringly apparent with the first turn of the wheel. Neither personality emerges as the dominant one, and the result is a car that feels unfinished and confused as to its purpose.
After stepping out from behind the wheel, the driver can’t help being impressed by the SS’s power and its ability to generate astonishing numbers — 0 to 60 in 5.6 seconds, for one. The SS seems to have been created to produce impressive numbers on paper with little regard to driver enjoyment.
Redesigned inside and out for 2006, the Impala rides on GM’s front-drive W-body platform that is the basis for the Buick LaCrosse, Pontiac Grand Prix, and Chevy Monte Carlo. Substantial tweaks and engineering sweat have been poured into the platform since it debuted 18 years ago as the GM10. This year’s biggest news would have to be the availability of a small-block V-8 in the Impala SS, Monte Carlo SS, and Grand Prix GXP (C/D, October 2005). The current front-drive Impala SS is not to be confused with the rear-drive body-on-frame beasty that was sold for three years in the mid-’90s.
Keeping an 18-year-old platform competitive is not an insubstantial task. The many adjustments and changes are, for the most part, well placed and largely successful. For example, GM engineers worked hard to exorcise torque steer, and despite being hamstrung by a front-drive platform with unequal-length driveshafts and a small-block 5.3-liter aluminum V-8 with 303 horsepower and 323 pound-feet of torque (43 more horses than the mid-’90s rear-drive Impala SS and 63 more horses than last year’s supercharged SS), they put up a good fight.
However, they didn’t repeal any laws of front-drive physics. The SS has so much power going to its front tires that when the traction control is engaged, the tires hunt for grip and the steering wheel tugs sharply to the left or right. The culprit is the traction control. As it engages each front brake to combat slip, torque is sent back and forth between the tires. We thought it was torque steer until Mark Clawson, the Impala’s marketing manager, pointed out that if you switch off the traction control, the car will spin the front tires with nary a twitch from the leather-wrapped wheel. However, this only occurs on billiard-table-smooth roads with the car pointed straight ahead; the slightest imperfection or steering input sets the tires on different missions, and the car gives the feeling that it’s waging war with itself.
Despite the antics of the overwhelmed tires, hard acceleration still leaves the driver giddy — at least for the first few runs. We certainly can’t argue with this kind of performance from a family sedan that starts at $26,990 — there’s that 0-to-60 time of 5.6 seconds, the quarter-mile turns in 14.2 seconds at 101 mph, and the ungoverned top speed is 154 mph. Much to our surprise, the SS turned out to be 0.1 second faster from 0 to 60 and in the quarter-mile than the identically powered but 132-pounds-lighter Grand Prix GXP we tested last fall.
The SS’s quicker acceleration can likely be traced to its shorter final-drive ratio (3.29:1 vs. 2.93). It’s also interesting to note that this level of acceleration is accomplished with a four-speed automatic — that’s called making the most of what you’ve got. But despite this performance, the Impala isn’t convincing as a sports sedan.
Part of the reason the Impala SS feels so uncomfortable with the V-8’s power is that it doesn’t benefit from all the chassis tweaks bestowed on the Grand Prix GXP. Opt for the Chevy, and you don’t get the Pontiac’s wider front wheels and sticky Bridgestone tires, Bilstein shocks, and larger brakes. Although the SS’s chassis gets its own special anti-roll bars, bushings, and shock and spring rates, the suspension simply monkeys around too much. Any sporting input is foiled by a mess of undamped and uncontrolled body motions. Dive, squat, and roll control could be described as nautical. Hit the firm, easily modulated brake pedal hard, and the SS’s nose dives toward the pavement. A stop from 70 mph used up only 172 feet, a couple of feet better than the larger-braked GXP could muster.
On the skidpad, the SS clung to the tune of 0.81 g — only 0.01 g less than the summer-tire-equipped GXP. Reality: The Impala leaned over far enough to be included in Who’s Who in Body Roll. Making the roll feel even more pronounced are flat, unsupportive, and slippery leather seats that require the driver to brace against the door.
One upside of the flabbiness is that the highway ride is compliant and never jarring; unfortunately, the Jell-O–like suspension keeps the body moving, and speed only exacerbates the problem. Impressed by the 154-mph top speed? Driving the SS at that speed is scary enough to be a stunt on NBC’s Fear Factor. Judged by the numbers, the SS looks like high performance, but experience tells another story.
Even at slower speeds, and despite the soft tuning, the front-strut suspension crashes over pavement imperfections as if someone had overlooked the advantages of bushings. It’s admittedly a minor annoyance but one that makes the car feel unrefined and crude and demonstrates the limitations of the old platform. The SS’s fraternal twin, the Grand Prix GXP, makes the same noises, but the competition doesn’t.
There are other limitations to the W-body platform that simply can’t be ignored or tuned out without major reworking. Those liver spots include the huge 40-foot turning circle that makes parking a chore — back up and try again. Also missing from the menu are a telescoping steering wheel, stability control, communicative steering, and equal-length driveshafts. The unequal-length shafts the Impala is saddled with would likely lead to into-the-ditch torque steer if the engineers hadn’t come up with ingenious ways of working with what they’ve been handed.
Fortunately, the car is capable of making some very satisfying sounds. Fire up the SS with the standard remote starter, and you’ll have the pleasure of walking up to an unmistakable V-8 beat emanating from the dual exhaust and entering a warm car (or a cool one). Inside, the rumble is kept to a dull roar by some well-placed insulation and a fire wall made of Quiet Steel that reduces unwanted noise. On the highway, road and tire noise barely make it into the cabin; most of the 70 dBA of noise at 70 mph is likely attributable to the wind.
Opt for the SS trim level, and you get subtle SS badges, 18-inch five-spoke wheels that are dead ringers for the wheels on a Mercedes S600, unique gauges, and metallic trim instead of imitation wood. The exterior differences between a lesser Impala and the SS are so subtle that no one will suspect its bawdy character. Refreshed for 2006, the Impala now looks like a cohesive design that benefits from tight and consistent panel fits and a clean look.
Keep the dynamic challenges to a minimum, and one begins to notice the well-laid-out and uncluttered interior. Although the plastics aren’t of the soft variety, the interior appears bolted together nicely, and all the controls are easy to use.
Our test car came equipped with only a few options — the $1125 black-leather interior with heated, power front seats; and a Bose stereo system with an in-dash six-CD changer and XM-satellite-radio capability. We appreciated the auxiliary port on the radio that allows one to plug in an MP3 player. It’s a standard feature on the Impala, one that GM is putting into all its vehicles. There’s plenty of headroom and legroom in the back seat, and the cushion offers more thigh support than in the previous Impala.
Since we love the idea of a family car coming with a major dose of power and performance, we had great expectations for the Impala SS. We also understand that many buyers want something a bit more rambunctious, more invigorating than a Honda Accord or Toyota Camry or Ford Five Hundred. But as noted, the V-8 transplant wasn’t as successful in the Impala as it was in the Grand Prix. Try to exploit the SS’s extra oomph, and there is little reward. It’s as if GM product planners had taken a look at the Dodge Charger and Chrysler 300C full-size offerings and said, “Well, we can put a V-8 in our family cars, too.” They sure did, but if the Impala is far happier when equipped with a 242-hp, 3.9-liter V-6, what’s the point?
THE VERDICT
Chevrolet Impala SS
Highs: V-8 rumble, 0 to 60 in 5.6 seconds, commodious interior, low base price.
Lows: Unsatisfying to drive aggressively, flaccid chassis, flat front seats, too much power and not enough control.
The Verdict: Chevy builds a car that looks great on paper but fails to satisfy in reality.
COUNTERPOINT
JOHN PHILLIPS
Last fall, I drove the Impala SS and the Pontiac GXP back-to-back. The latter evinced greater discipline over its front wheels, by virtue of bigger contact patches and Bilstein shocks. But I preferred the Chevy’s ride, gentler sticker, and stealth. Only the SS badges give away the Chevy, whereas the Pontiac is all vents and swollen fenders and overwrought interior shapes that scream, “Look at me!” Any 303-hp sedan selling for as little as $26,990 is hugely attractive, and this one is solid, forgiving, and capable. But that V-8 oughta be twistin’ the rear wheels, which leaves me muttering two words: “Dodge Charger.”
TONY SWAN
American carmakers worked hard to make torque junkies of us all in the ’60s, and the campaign certainly hooked me. So the primal thrust of a small-block V-8 still ignites those youthful passions, and the menacing baritone that goes with it is still the sweetest music ever issued by a tailpipe — to my ears, at least. But that concludes my list of positive responses to this car. The Impala SS doesn’t get the suspension tweaks and tire setup that make the Pontiac Grand Prix GXP such a treat to drive. As a consequence, what we have here is torque steer abetted by flabby responses and an austere interior. If you like the V-8 idea, do your shopping at the Pontiac store.
PATTI MAKI
When I was in high school, back in the Dark Ages, my boyfriend had a sleek black ’63 327 Impala SS, Hurst four-speed on the floor. I sat right next to my beau over the hard console, and at appropriate moments, he’d yell out, “Shift, Patti, shift!” A friend repeatedly reminds me of this silly stuff. But, boy, was that car fun! Can I say that about the ’06 SS I drove this past weekend? Hardly. Blame it on torque steer or traction control, on the numb steering or the bum suspension — the driving experience is not fun, other than the thrust of 323 pound-feet of good ol’ American V-8. Where’s the manual transmission, for gawd’s sake? And what the heck happened to the styling?
Pics and stats at:
http://www.caranddriver.com/roadtest...impala-ss.html
BY TONY QUIROGA
PHOTOGRAPHY BY AARON KILEY
June 2006
There’s an internal fight going on in the Impala SS, an existential struggle between the car’s performance and family duties that is glaringly apparent with the first turn of the wheel. Neither personality emerges as the dominant one, and the result is a car that feels unfinished and confused as to its purpose.
After stepping out from behind the wheel, the driver can’t help being impressed by the SS’s power and its ability to generate astonishing numbers — 0 to 60 in 5.6 seconds, for one. The SS seems to have been created to produce impressive numbers on paper with little regard to driver enjoyment.
Redesigned inside and out for 2006, the Impala rides on GM’s front-drive W-body platform that is the basis for the Buick LaCrosse, Pontiac Grand Prix, and Chevy Monte Carlo. Substantial tweaks and engineering sweat have been poured into the platform since it debuted 18 years ago as the GM10. This year’s biggest news would have to be the availability of a small-block V-8 in the Impala SS, Monte Carlo SS, and Grand Prix GXP (C/D, October 2005). The current front-drive Impala SS is not to be confused with the rear-drive body-on-frame beasty that was sold for three years in the mid-’90s.
Keeping an 18-year-old platform competitive is not an insubstantial task. The many adjustments and changes are, for the most part, well placed and largely successful. For example, GM engineers worked hard to exorcise torque steer, and despite being hamstrung by a front-drive platform with unequal-length driveshafts and a small-block 5.3-liter aluminum V-8 with 303 horsepower and 323 pound-feet of torque (43 more horses than the mid-’90s rear-drive Impala SS and 63 more horses than last year’s supercharged SS), they put up a good fight.
However, they didn’t repeal any laws of front-drive physics. The SS has so much power going to its front tires that when the traction control is engaged, the tires hunt for grip and the steering wheel tugs sharply to the left or right. The culprit is the traction control. As it engages each front brake to combat slip, torque is sent back and forth between the tires. We thought it was torque steer until Mark Clawson, the Impala’s marketing manager, pointed out that if you switch off the traction control, the car will spin the front tires with nary a twitch from the leather-wrapped wheel. However, this only occurs on billiard-table-smooth roads with the car pointed straight ahead; the slightest imperfection or steering input sets the tires on different missions, and the car gives the feeling that it’s waging war with itself.
Despite the antics of the overwhelmed tires, hard acceleration still leaves the driver giddy — at least for the first few runs. We certainly can’t argue with this kind of performance from a family sedan that starts at $26,990 — there’s that 0-to-60 time of 5.6 seconds, the quarter-mile turns in 14.2 seconds at 101 mph, and the ungoverned top speed is 154 mph. Much to our surprise, the SS turned out to be 0.1 second faster from 0 to 60 and in the quarter-mile than the identically powered but 132-pounds-lighter Grand Prix GXP we tested last fall.
The SS’s quicker acceleration can likely be traced to its shorter final-drive ratio (3.29:1 vs. 2.93). It’s also interesting to note that this level of acceleration is accomplished with a four-speed automatic — that’s called making the most of what you’ve got. But despite this performance, the Impala isn’t convincing as a sports sedan.
Part of the reason the Impala SS feels so uncomfortable with the V-8’s power is that it doesn’t benefit from all the chassis tweaks bestowed on the Grand Prix GXP. Opt for the Chevy, and you don’t get the Pontiac’s wider front wheels and sticky Bridgestone tires, Bilstein shocks, and larger brakes. Although the SS’s chassis gets its own special anti-roll bars, bushings, and shock and spring rates, the suspension simply monkeys around too much. Any sporting input is foiled by a mess of undamped and uncontrolled body motions. Dive, squat, and roll control could be described as nautical. Hit the firm, easily modulated brake pedal hard, and the SS’s nose dives toward the pavement. A stop from 70 mph used up only 172 feet, a couple of feet better than the larger-braked GXP could muster.
On the skidpad, the SS clung to the tune of 0.81 g — only 0.01 g less than the summer-tire-equipped GXP. Reality: The Impala leaned over far enough to be included in Who’s Who in Body Roll. Making the roll feel even more pronounced are flat, unsupportive, and slippery leather seats that require the driver to brace against the door.
One upside of the flabbiness is that the highway ride is compliant and never jarring; unfortunately, the Jell-O–like suspension keeps the body moving, and speed only exacerbates the problem. Impressed by the 154-mph top speed? Driving the SS at that speed is scary enough to be a stunt on NBC’s Fear Factor. Judged by the numbers, the SS looks like high performance, but experience tells another story.
Even at slower speeds, and despite the soft tuning, the front-strut suspension crashes over pavement imperfections as if someone had overlooked the advantages of bushings. It’s admittedly a minor annoyance but one that makes the car feel unrefined and crude and demonstrates the limitations of the old platform. The SS’s fraternal twin, the Grand Prix GXP, makes the same noises, but the competition doesn’t.
There are other limitations to the W-body platform that simply can’t be ignored or tuned out without major reworking. Those liver spots include the huge 40-foot turning circle that makes parking a chore — back up and try again. Also missing from the menu are a telescoping steering wheel, stability control, communicative steering, and equal-length driveshafts. The unequal-length shafts the Impala is saddled with would likely lead to into-the-ditch torque steer if the engineers hadn’t come up with ingenious ways of working with what they’ve been handed.
Fortunately, the car is capable of making some very satisfying sounds. Fire up the SS with the standard remote starter, and you’ll have the pleasure of walking up to an unmistakable V-8 beat emanating from the dual exhaust and entering a warm car (or a cool one). Inside, the rumble is kept to a dull roar by some well-placed insulation and a fire wall made of Quiet Steel that reduces unwanted noise. On the highway, road and tire noise barely make it into the cabin; most of the 70 dBA of noise at 70 mph is likely attributable to the wind.
Opt for the SS trim level, and you get subtle SS badges, 18-inch five-spoke wheels that are dead ringers for the wheels on a Mercedes S600, unique gauges, and metallic trim instead of imitation wood. The exterior differences between a lesser Impala and the SS are so subtle that no one will suspect its bawdy character. Refreshed for 2006, the Impala now looks like a cohesive design that benefits from tight and consistent panel fits and a clean look.
Keep the dynamic challenges to a minimum, and one begins to notice the well-laid-out and uncluttered interior. Although the plastics aren’t of the soft variety, the interior appears bolted together nicely, and all the controls are easy to use.
Our test car came equipped with only a few options — the $1125 black-leather interior with heated, power front seats; and a Bose stereo system with an in-dash six-CD changer and XM-satellite-radio capability. We appreciated the auxiliary port on the radio that allows one to plug in an MP3 player. It’s a standard feature on the Impala, one that GM is putting into all its vehicles. There’s plenty of headroom and legroom in the back seat, and the cushion offers more thigh support than in the previous Impala.
Since we love the idea of a family car coming with a major dose of power and performance, we had great expectations for the Impala SS. We also understand that many buyers want something a bit more rambunctious, more invigorating than a Honda Accord or Toyota Camry or Ford Five Hundred. But as noted, the V-8 transplant wasn’t as successful in the Impala as it was in the Grand Prix. Try to exploit the SS’s extra oomph, and there is little reward. It’s as if GM product planners had taken a look at the Dodge Charger and Chrysler 300C full-size offerings and said, “Well, we can put a V-8 in our family cars, too.” They sure did, but if the Impala is far happier when equipped with a 242-hp, 3.9-liter V-6, what’s the point?
THE VERDICT
Chevrolet Impala SS
Highs: V-8 rumble, 0 to 60 in 5.6 seconds, commodious interior, low base price.
Lows: Unsatisfying to drive aggressively, flaccid chassis, flat front seats, too much power and not enough control.
The Verdict: Chevy builds a car that looks great on paper but fails to satisfy in reality.
COUNTERPOINT
JOHN PHILLIPS
Last fall, I drove the Impala SS and the Pontiac GXP back-to-back. The latter evinced greater discipline over its front wheels, by virtue of bigger contact patches and Bilstein shocks. But I preferred the Chevy’s ride, gentler sticker, and stealth. Only the SS badges give away the Chevy, whereas the Pontiac is all vents and swollen fenders and overwrought interior shapes that scream, “Look at me!” Any 303-hp sedan selling for as little as $26,990 is hugely attractive, and this one is solid, forgiving, and capable. But that V-8 oughta be twistin’ the rear wheels, which leaves me muttering two words: “Dodge Charger.”
TONY SWAN
American carmakers worked hard to make torque junkies of us all in the ’60s, and the campaign certainly hooked me. So the primal thrust of a small-block V-8 still ignites those youthful passions, and the menacing baritone that goes with it is still the sweetest music ever issued by a tailpipe — to my ears, at least. But that concludes my list of positive responses to this car. The Impala SS doesn’t get the suspension tweaks and tire setup that make the Pontiac Grand Prix GXP such a treat to drive. As a consequence, what we have here is torque steer abetted by flabby responses and an austere interior. If you like the V-8 idea, do your shopping at the Pontiac store.
PATTI MAKI
When I was in high school, back in the Dark Ages, my boyfriend had a sleek black ’63 327 Impala SS, Hurst four-speed on the floor. I sat right next to my beau over the hard console, and at appropriate moments, he’d yell out, “Shift, Patti, shift!” A friend repeatedly reminds me of this silly stuff. But, boy, was that car fun! Can I say that about the ’06 SS I drove this past weekend? Hardly. Blame it on torque steer or traction control, on the numb steering or the bum suspension — the driving experience is not fun, other than the thrust of 323 pound-feet of good ol’ American V-8. Where’s the manual transmission, for gawd’s sake? And what the heck happened to the styling?
Pics and stats at:
http://www.caranddriver.com/roadtest...impala-ss.html
07-06-2006, 07:22 PM
#150
Senior Moderator
Dodge Magnum fighter...?
...2006 Impala Z SS...
From Leftlanenews...
From Leftlanenews...
The 3D artists over at Swedish firm Vizualtech have put together a concept design for what they says should be a future Chevrolet vehicle. The car is essentially a next-generation Chevrolet Impala in wagon form. "The Chrysler 300C is a great success even in Europe, and that's when I decided along with a Swedish magazine to see what a freelance designer could do in a couple of weeks," explained the project's director. The artist who completed the design is Bo Zolland.
07-07-2006, 10:56 AM
#152
The sizzle in the Steak
Chevy trying to find it's future via the past.
07-07-2006, 10:44 PM
#154
thats what they need, the brand name "impala" is so huge and has a good rep since two generations ago, they need to make it have more character. I would say to only adjust the front grille / headlights, but the overall shape is killer, and would take sales from the Dodge Magnum.
07-08-2006, 03:19 PM
#155
Engineer
Originally Posted by rondog
thats what they need, the brand name "impala" is so huge and has a good rep since two generations ago, they need to make it have more character. I would say to only adjust the front grille / headlights, but the overall shape is killer, and would take sales from the Dodge Magnum.
07-09-2006, 02:03 AM
#156
Banned
Join Date: Feb 2005
Location: Champaign, Illinois
Age: 41
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The 2000-2005 Impala had more distinct design than the current model, but the interior and body panels on the current one are much more fresh and contemporary.
07-09-2006, 08:57 AM
#157
Fahrvergnügen'd
Originally Posted by savage
i am not sure if you are talkin about those concept photos or the current car... but i feel like the current car has the shape of a Lumina...
07-09-2006, 02:18 PM
#158
The sizzle in the Steak
Originally Posted by M TYPE X
The 2000-2005 Impala had more distinct design than the current model, but the interior and body panels on the current one are much more fresh and contemporary.
07-30-2006, 04:58 PM
#159
Safety Car
Join Date: Mar 2004
Location: New Orleans
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Next Gen. Impala News **Goes RWD - To use Camaro's Platform (page 1)**
http://news.windingroad.com/?p=814
Is This The Next Chevrolet Impala?
Feast your eyes on what could be the world’s first glimpse at the next Chevrolet Impala.
Sighted undergoing hot weather testing in the Southwest, the full-size sedan mule looks quite far along in its gestation, with a bold new front graphic that matches nicely with the noses on Chevrolet’s GMT900 SUVs. Our shooter indicates that it is definitely a Chevy, having gotten up close and personal with it at a gas station, and seeing the outline of the brand’s fabled Bowtie underneath the camouflage tape. It could also be argued that the front-end has been influenced by 2003’s Chevrolet SS Concept that debuted in Detroit, though the vehicle seen here lacks the showcar’s racy roofline, short rear deck and pronounced fenders.
In fact, Hans Lehmann’s people over at Hidden Image even managed to sneak a look under the mystery machine, confirming that it is indeed front-wheel drive. The photog also was able to discern that it was both wider and longer and the current model, a fact that appears readily evident from the photos. Strangely, however, we don’t have any interior shots at this time.
(Click through to the jump for a ton of addition photographs and details!)
The unidentified tester does beg a few questions, however. The roofline and rump of the car bear a striking resemblance to the Pontiac Lucerne (based on General Motors’ aging G-body platform), which is odd, considering this model is likely at least a model year away from production (the current Impala just received a substantial nip/tuck for 2006). One might be tempted to label the car as a foreign-market offering, what with the side repeating turn signal indicators on the front fenders, but the rear license plate cutout wouldn’t accommodate most foreign plates. The head and tail lamps are reportedly ‘cobbled up’ parts that appear to have no production properties, so they offer little help. The final mystery? The vehicle seen here was shod with Hankook Optima shoes… a tire choice common on Korean marques, but not often seen on OEM Chevrolets.
Despite the question marks, on balance the prototype indeed appears to be the next Impala. Its larger size and bolder styling could be just the thing to combat the Ford Five Hundred, and Daimler-Chrysler’s LX-platform cars.
Given how advanced the tester appears to be in development, we’re betting on a 2008 model year designation. As it is, that will give the current revamped Imp a short shelf life, but with the turnaround efforts at GM in full swing, the company may be pushing their big sedan to the head of the priority queue.
Is This The Next Chevrolet Impala?
Feast your eyes on what could be the world’s first glimpse at the next Chevrolet Impala.
Sighted undergoing hot weather testing in the Southwest, the full-size sedan mule looks quite far along in its gestation, with a bold new front graphic that matches nicely with the noses on Chevrolet’s GMT900 SUVs. Our shooter indicates that it is definitely a Chevy, having gotten up close and personal with it at a gas station, and seeing the outline of the brand’s fabled Bowtie underneath the camouflage tape. It could also be argued that the front-end has been influenced by 2003’s Chevrolet SS Concept that debuted in Detroit, though the vehicle seen here lacks the showcar’s racy roofline, short rear deck and pronounced fenders.
In fact, Hans Lehmann’s people over at Hidden Image even managed to sneak a look under the mystery machine, confirming that it is indeed front-wheel drive. The photog also was able to discern that it was both wider and longer and the current model, a fact that appears readily evident from the photos. Strangely, however, we don’t have any interior shots at this time.
(Click through to the jump for a ton of addition photographs and details!)
The unidentified tester does beg a few questions, however. The roofline and rump of the car bear a striking resemblance to the Pontiac Lucerne (based on General Motors’ aging G-body platform), which is odd, considering this model is likely at least a model year away from production (the current Impala just received a substantial nip/tuck for 2006). One might be tempted to label the car as a foreign-market offering, what with the side repeating turn signal indicators on the front fenders, but the rear license plate cutout wouldn’t accommodate most foreign plates. The head and tail lamps are reportedly ‘cobbled up’ parts that appear to have no production properties, so they offer little help. The final mystery? The vehicle seen here was shod with Hankook Optima shoes… a tire choice common on Korean marques, but not often seen on OEM Chevrolets.
Despite the question marks, on balance the prototype indeed appears to be the next Impala. Its larger size and bolder styling could be just the thing to combat the Ford Five Hundred, and Daimler-Chrysler’s LX-platform cars.
Given how advanced the tester appears to be in development, we’re betting on a 2008 model year designation. As it is, that will give the current revamped Imp a short shelf life, but with the turnaround efforts at GM in full swing, the company may be pushing their big sedan to the head of the priority queue.
