The 2014 Impala is like a scarred and once-proud prizefighter who has been down on his luck but now reenters the ring eyeing a big comeback, and it's Chevy's newest attraction. This 10th-generation edition of the bow-tie brand's most enduring nameplate is born with effective fixes for its eight-year-old predecessor's terminal character flaws. The new Impala's mission is to rouse the snoozing large-car segment with its combination of envy-me exterior styling, modern underpinnings, and contemporary furnishings while honoring Chevy's traditional value equation.
The new Impala starts below $30,000 and ranges over $40,000 to challenge its two longstanding domestic rivals-the Dodge Charger and the Ford Taurus-as well as three imports-the Hyundai Azera, the Kia Cadenza (due later this year), and the Toyota Avalon-vying for a share of this half-million-cars-per-year segment. There are three Impala trim levels, wheel sizes, and engines to choose from, plus a few options arranged in a logical staircase.
To make the Impala a credible flagship, Chevy replaced the 20-plus-year-old W-platform with the long version of the Opel-designed Global Epsilon chassis. Designer John Cafaro led the team that blessed the exterior with evocative creases and folds, giving the Impala a large street presence in spite of only modest increases over the previous Impala's basic dimensions. The goal was a shape as classic as that of the seminal '58 Impala without plagiarizing ancient retro cues.
Trumping the outgoing Impala's anodyne looks was a snap. The tougher challenge was to bring contemporary vitality into this two-ton four-door sedan without snubbing essential creature comfort, composure, and entertainment necessities. After driving several early-production 3.6-liter V-6 Impalas over Southern California hill and dale, we're convinced that chief engineer Todd Pawlik's team has largely succeeded. Agile turn-in, competent dynamics, smart steering, and poise are character traits new to the Impala.
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