I pulled into John Elway Chevrolet on Broadway one morning last week to talk with A.J. Guanella; a short while later I drove away in a 2014 Impala.
I’ve looked forward to testing the new Impala, which has been redesigned and upsized a bit to become a stronger challenger to the Ford Taurus and Chrysler 300.
The Impala sedan of recent years, outdated as it was in style, sold lots of cars, but a good share of them were of the rental-car variety.
“The new one has plenty of appeal,” said Josh Letsis, general manager for the Elway store. “The changes already are making it a full-size model of choice among consumers.”
A sleek, well-sculpted exterior is sloped sharply to an upright rear trunk deck. Riding on a longer wheelbase, the Impala offers 3 inches more legroom in front and almost that much gain in the rear seat. Trunk space has been increased to 18.8 cubic feet, still not as large as the Taurus, though more than the 300.
For 2014 it is a legitimate flagship for Chevrolet. The best-looking Impala ever? Before lending it that status, remember that over the past 15 years I’ve twice conducted “best-looking cars of all time” contests, and the ’58 Impala was among the top three vote-getters both times.
Guanella not only remembers that one, he was closely associated with it. He went to work for Burt Chevrolet (bought out by Elway a couple of years ago) when he was a sophomore in high school, and is still there more than 60 years later. That’s a longer tenure than I’ve had in newspapering.
The engine in the Chevy I borrowed is a smooth 3.6-liter V-6, generating 305 horsepower. It matches up well with the 6-speed automatic transmission and handles the 3,900-pound four-door very adequately. Handling is responsive and a new rack-mounted electric power-steering system offers a light feel. EPA estimate is 19/29 miles per gallon; I averaged 24.4.
Optional power is from a 2.5-liter 4-cylinder, which raises the highway mileage to an estimated 31 mpg. An e-assist 2.4-liter mild-hybrid 4-cylinder will soon be available.
The upgraded interior is quiet and fairly comfortable, with lightly bolstered front seats. The dash, instrument panel and center stack are enhanced with stitched leather and wood trim. Deep rear seats, almost 22 inches, will hold three adults and provide plenty of legroom.
I tired of hearing a loud “ding, ding, ding” and a message-center note, “Speed Limit Exceeded!” often when I accelerated to pass or quicken the pace.
The sloping roof, which cuts the depth of the rear window, the rear headrests and thick B-pillars cut into vision out the rear. The car is equipped, though, with rearview camera for backing, lane-departure system and blind-zone alert.
Larger brake rotors have been installed on the ’14 Impala to compensate for more horsepower and curb weight. The review model used Goodyear Eagle P245/45R19 tires.
An electronic button is handy for tilt and telescope of the steering wheel. Among other features which pushed the Impala 2LTZ to a sticker price of $39,245 are navigation with 8-inch touchscreen, power sunroof with second-row skylight, power windows, exterior puddle lamps, leather seats heated and ventilated in front, dual-zone climate control, adaptive cruise control and remote vehicle start.
An 11-speaker Bose surround sound audio system with satellite radio is a highlight.
In its new form, the Impala is much more representative as a full-size competitor.
Here is how the Chevy, Ford and Chrysler shape up in dimensions: Wheelbase – Chrysler 120.2 inches, Ford 112, Chevrolet 111.7; Length – Ford 202.9, Chevrolet 201.3, Chrysler 198.6; Curb weight – Ford 4,196 pounds, Chrysler 4,175, Chevrolet 3,890.
A look back
Thirty-five years ago this week, I reviewed in The Denver Post the 1978 Saab Turbo, provided by Deane Buick-Opel-Saab. Excerpts:
Makers of the Swedish Saab automobiles over the years have been a practical, though stubborn, bunch – depending on performance and ruggedness to sell their product and paying little attention to current styles or colors. The tradition is continued with their new entry, the 1978 Saab Turbo. Front and rear spoilers are in evidence, but the attraction is beneath the hood in the form of a turbocharged 4-cylinder engine. The car will sprint from 0 to 60 miles per hour in about 9 seconds; the turbo is most usable in passing or hill-climbing when it thrusts ahead like a 6- or 8-cylinder auto. Its 4-speed manual transmission is easy to shift, the steering is quick and cornering traction, aided by the front-wheel drive, is outstanding. With a sunroof as standard equipment, sticker price is $10,203. The car lacked a radio, which seems unusual for an auto in the price range. Gas mileages were 22.7 miles per gallon for city driving and 27.1 on a flat, open highway. It is a quick stopper, with disc brakes on all four wheels. On a wheelbase of only 97.5 inches, the Saab weighs 2,670 pounds.
Saturday Drive can also be viewed online at DenverPost.com/budwells. Bud Wells can be reached via e-mail at bwells@denverpost.com.
