2014 Chevrolet Impala
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
2024 Mercedes-AMG EQE
AMG EQE SUV OMG TSNF YOLO LOL
We all know that cranking up the performance in a battery-electric vehicle is a much different and much simpler process than the methods used over the last 100 years of internal-combustion powertrains. So, let’s see how AMG has adapted to this brave and very fast new world with the Mercedes-AMG EQE SUV.
This 2024 Mercedes-AMG EQE is the first all-electric performance SUV from the motoring masterminds at AMG. Starting with the same EQ platform that underpins the brand’s S- and E-class based all-electric sedans and utilities, AMG replaces the EQE 500 4MATIC SUV’s motors with AMG specific units both up front and in back. These specially built motors have unique windings, adapted inverters, and upgraded cooling; all so more current can flow, producing a new total of 617 horsepower and 701 lb-ft of torque.
While the midsize EQE SUV doesn’t feel overly large to drive, it does have an incredibly solid, almost tank-like presence to it, weighing in at just shy of 6,000 lbs. Yet, standard rear-axle steering helps it behave quite nimbly, and it accelerates like a vehicle half that weight, pushing you back in the seat with authority whenever you go all in on the accelerator pedal. An extended period of Mid-Atlantic rain kept us from getting track numbers, but Mercedes claims 0-60 in 3.4 seconds. We’d say that’s conservative given Race Start with Boost Function unlocks an additional 60 horsepower.
Likewise, as in previous Mercedes EVs we’ve tested, it overachieved when it came to battery range as well. With the official rating of the AMG EQE SUV at 235 miles, we plotted a 200-mile road trip, and still had 21% of battery remaining at the end of it, putting our range estimate closer to 254 miles. Max DC fast charging for the 90.6-kWh battery, which is the same battery used in the EQE 500, is perhaps not as high-performance as the rest of the vehicle. At 170 kW, it takes about 15 minutes to add 100 miles of range. Though when driving, the regen braking setup can feed power back at a rate of 260 kW. Our tester’s optional ceramic brakes were plenty strong, if a little touchy around town. There’s also active braking that likes to initiate regen before you actually touch the pedal when you’re coming up on another vehicle or approaching an intersection.
Nobody does interiors like Mercedes-Benz, and we’re not just talking about the luxurious quality of the leather and carbon fiber materials. There’s the wow factor of the dash-wide Hyperscreen, and cool aspects too, such as the turbine-like air vents. That’s before you even get to looking around at the AMG specifics like the Performance Steering Wheel, Dynamic Select Drive Modes, and even the unique AMG Sound Experience coming through the Dolby Atmos surround sound system with speakers seemingly everywhere.
It’s not all glitz and glamour though, as there are multiple thoughtful storage locations throughout the cabin, and good cargo hauling abilities too. The 18.4 cu-ft of space in back and max capacity of 59.2 cu-ft with rear seatbacks folded might just be the ticket to convincing your significant other into letting you make this oh so sensible purchase. Rear seat passengers of this five-seater will appreciate their own luxurious space, with comfortable seating, adequate leg and headroom, and multiple charging ports.
There’s nothing that screams high-performance on the outside of this EQE SUV, as AMG details are mostly subtle, though stacking both of the available AMG Night Packages adds lots of gloss black trim and dark chrome accents. There are three different 21-inch wheel patterns to choose from, as well as available 22s.
Most of the AMG goodness lies deep within, like performance-tuned fully variable 4MATIC+ all-wheel drive that adjusts torque distribution 160 times per second based on drive mode and chassis sensor info. Likewise, AMG Ride Control+ air suspension with adaptive damping and active roll stabilization is constantly monitoring road and driving conditions, along with driver input, adjusting the suspension accordingly, and delivering vastly different driving experiences spread across multiple drive settings from Comfort to Sport+.
Using 46 kWh of electricity per 100 miles, the AMG EQE SUV earns a fair efficiency rating. Pricing starts at $110,750; certainly not out of line for any high-performance vehicle these days, much less one with a Mercedes Star plus an AMG badge.
You could argue that when Mercedes-Benz made the EQ leap into full battery-electric vehicles, they prioritized precision over passion. Well, there’s a healthy dose of both here in this 2024 Mercedes-AMG EQE SUV. Now, we may just be a little lightheaded from experiencing all of the performance that’s packed into this midsize utility, but this is easily our favorite Mercedes EV we’ve driven yet; and that kind of makes sense considering AMG had a big hand in creating it.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 90.6-kWh
- Horsepower: 617
- Torque: 701 lb-ft
- EPA Range: 235 miles
- MW Test Loop: ~254 miles
- Peak Charging Rate: 170-kW