Chevrolet Impala Interior Review
The Impala is noticeably roomy inside. With 122 cubic feet of interior volume, it is 6 cubic feet more spacious than the Lumina. So what magic did Chevrolet perform to make the Impala shorter, yet larger inside than the Lumina? Interior space was gained by designing a high roofline with more vertical sides, carefully rearranging the rear bulkhead, and moving the seats slightly outboard.
Base models come with a three-seat split bench in the front; LS models come standard with just two front seats, though the bench seat is optional. Chevy expects most buyers will choose the three-in-front arrangement. From the driver's seat you get the impression that the car is huge inside, likely because you sense a notable distance to the right-side passenger.
The Impala's rear seat area is shorter on legroom than the cavernous Intrepid, but better than the Lumina, Ford Taurus, or the archaic Crown Victoria. The seat position in the rear is comfortable and relatively high, which makes it easy to get in and out. There are three shoulder belts in the rear, as well as child seat tethers. The rear seat is split 60/40 and folds down to allow bulky items to protrude from the trunk; that's handy if you're a Home Depot regular.
Two interior colors are available, an unusually loud mustard brown and a more conservative gray. It's easy to orient yourself inside the Impala. Controls are logical, work smoothly, and are easy to see. They follow the function of those in the trim Malibu, only bigger.
At first glance, the seats look flat, like semi-benches, but when you sit in them, they provide good support on your thighs and your back. They feel like bucket seats. The center passenger in the front has to straddle the split between the front seats. A slight hump down the center accommodates the exhaust pipe; that hump hampers legroom for the front center passenger.
Chevrolet Impala Road Test
The new Impala feels like a big luxury car when compared with a Ford Crown Victoria or Toyota Avalon. The Crown Victoria feels unrefined when you drive the cars back-to-back. The Toyota feels bland by comparison.
Handling is surprisingly quick and sharp in the Impala. This is not the wallowing live-axle barge from the 1960s. The Impala uses suspension and mounting structures that are different than the Grand Prix's, as are the driving characteristics. The LS we tested felt particularly good, with its quicker steering ratio. Both models, however, get a strut brace in front, as well as anti-roll bars front and rear. This hardware is usually found only on sports sedans. The engine cradle and dashboard structure lock the steering shaft down rigidly, so there are no excess wiggly movements. Chevy says a new link between the steering column and the steering gear contributes to better on-center feel at the wheel. On the road, the steering feels good, better than a Toyota Avalon, which is known to be a bit numb.
Acceleration is brisk, though there's still an ever-present reminder that this is a front-wheel-drive car: Torque-steer rears its ugly head during hard acceleration, especially with the more powerful 3.8-liter engine.
Since you can get the big 200-horsepower 3.8-liter V6 in the lower-priced of two available models, Impala becomes the least expensive GM car powered by this gutsy pushrod engine. Chevy claims it will accelerate to 60 mph in 7.7 seconds, which is quick for this class. The police package cars will get the higher-ratio gearing from the Grand Prix, and should be quicker still.
The view out of the Impala is good, and particularly helpful are the small quarter windows that split the rear pillars. The creases on the hood give you a good perspective for judging where the front of the car is. The rear decklid, however, seems high, so care is required when backing up.
The brake pedal feels firm and responsive. Braking is smooth and steady, and we applaud Chevy's decision to use discs at all four wheels, even on the base model.
Chevrolet Impala Lineup