2014 Chevrolet Impala

2014 Chevrolet Impala

Episode 3248
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Chevrolet Impala name hasn’t exactly sparked much excitement in a very long time, despite circling NASCAR’s high banks. But that’s about to change, along with just about everything else that has to do with the Impala nameplate. So let’s see if Chevy’s new full-size sedan can generate some full-size enthusiasm, along with more sales.

It’s not that Chevrolet Impala sales have been that bad. It’s long been GM’s best-selling car. But, some 70% of the previous Impala went to fleet sales. That says a lot about a car when 7 out of 10 people who drive it are forced to do so. Chevrolet is looking to change that with the 2014 Chevrolet Impala. 

One look tells us they’re off to a good start as the sweeping styling is a whole heck of a lot better looking than any Impala since the 60’s. It’s ready to slip through the air like a dream thanks to a big emphasis on aerodynamics.

You can clearly see some Camaro influence, naturally, particularly in the grille, tail lights, and the power dome hood. But this is no retread, as it has its own sleek proportions; similar to the Cadillac XTS with which it shares a lot; and unique details right down to the Impala on the C-pillar. 

Top LTZ trim adds HID headlights and LED daytime runners. 20-inch alloys are optional, replacing the LTZ’s standard 19’s. Base Impalas still get beefy 18’s. Our test Impala rolls with V6 power; GM’s familiar direct-injected 3.6-liter with 305-horsepower and 264 lb-ft. of torque. A pair of I4’s are also available, a 195-horsepower 2.5-liter and a 182-horsepower eAssist light-hybrid. 

Nearly every interior dimension has grown. There is the full-size room you expect. So, it’s 5-passenger road-trip comfort for all, plus room for 18.8 cubic-ft. of luggage in the trunk, before you fold the rear seats. There’s plenty of smaller item storage; under the trunk floor, in the doors, and even behind the cool fold up touch screen. 

The dash has Chevy’s twin-cockpit overtone, and materials are consistent with recent GM’s; actually a little better. Things are much quieter than the previous Impala, and Chevrolet’s voice-prompt MyLink keeps all copacetic on the connectivity front. Gauges look very modern with a 4-inch changeable info screen set between the classic dual dial setup with “ice blue” lighting. Heated and ventilated seats are available for both in front, as is a heated steering wheel for the driver. 10-airbags are standard, and adaptive cruise control with forward collision alert and collision mitigation braking are available. 

Ride is much improved, thanks to a stiffer chassis and hydraulic ride bushings; but it’s not necessarily sportier, which is to say it has a much more solid feel, but not one that encourages aggressive handling maneuvers, as we found out through our handling course. Though we also found body roll well subdued for a full-size sedan and the variable-assist electric steering quick and direct. Stability control was a little too fast on the trigger to reign in our high speed maneuvering; but we understand that most buyers will appreciate that safety aspect. 

Keeping the hammer down in a straight line, the V6 roars to life and lays down a decent 0-60 time of 7.1-seconds and ¼ mile time of 15.6-seconds at 93 miles-per-hour. Not sport sedan territory by any means, but certainly up to the task of highway merging. Gear selection is by a 6-speed automatic, and it provided smooth and relatively quick shifts down the track. Hitting the brakes at 60 miles-per-hour resulted in stops that were very stable and consistent with a short 127-foot average.

Government Fuel Economy Ratings for the V6 are 18-City, 28-Highway, and 21-Combined. We averaged a very good 23.3 miles-per-gallon of Regular in mixed driving. Still, the Energy Impact Score is an average one, at 15.7-barrels of oil consumed yearly, with CO2 emissions of 6.9-tons. 

Impala pricing starts at $27,535, that’s good for the amount of space and features you get. With high trim and a V6 going past 35K is easy, not unlike main rivals: Ford Taurus and Toyota Avalon.

While full–size sedans are no longer high volume models, they are still seen as brand flagships. And, the 2014 Chevrolet Impala certainly qualifies as a retail flagship, breaking the fleet image it has endured for years. It is a high styled, high quality effort that befits GM’s largest division. With so many big four doors redesigned recently, the full-size turf wars are tougher than ever. But, we think the new Impala is more than up to the challenge.

Specifications

  • Engine: 3.6-liter
  • Horsepower: 305
  • Torque: 264 lb-ft.
  • 0-60 mph: 7.1 seconds
  • 1/4 mile: 15.6 seconds at 93 mph
  • EPA: 18 mpg city/ 28 mpg highway
  • Energy Impact: 15.7 barrels of oil/yr
  • CO2 Emissions: 6.9 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW