2004 Chevrolet Impala Owners Manual – For 2004 Chevy almost beggars acolytes of the Impala trust with the launch of the new SS version of the Impala. The faithful followers are nonetheless keeping their ’61s, ’65s, and ’93s will in no way take this car as a real Impala SS, even though this one has a supercharger atop its engine. But a car’s worth isn’t determined by the views of a modest group of fans. It is dependant upon my opinion. No less than in this pixellated circumstance.
In a multiple-camera, multiple-device, factor-timed, gentle-alloy entire world, GM’s 3800 V-6 is, with or without a supercharger, a metal block throwback. It has but one camera, just two valves more than every single piston, the prohibit cast from real effortless-to-obtain and it also first came into creation rear when there is a Kennedy in the White colored Residence and a Khrushchev in the Kremlin. Even the supercharged version alone has been around since 1992. Positive this is an engine that’s been completely enhanced and massaged more than its 42-year history, but it is nonetheless a 42-year-older engine. It also happens to function really, adequately.
Considering that the front drive Impala’s introduction for the 2000 model year, the normally aspirated variation of the Series II 3800 V-6 has been a component of the mix. Though the standard engine in base Impalas is a bad 180-horse power model of the 3400 3.4-liter, OHV, 60-level V-6, practically all the Impalas sold to retail industry consumers have already been built with the 3800 200-horse power, 3.8-liter, OHV, 90-degreee V-6. Throw on the reality that the Impala alone is constructed atop the same basic construction as cars like the Pontiac Fantastic Prix and Buick Regal that are previously presented with the blown 3800, and it is clear how small the work to set the stronger engine within this car must be.
In the 2004 Impala, the supercharged 3800 is scored at 240 hp which is 20 horsepower straight down from the status it holds when setting up in Pontiac’s Fantastic Prix GTP and identical to its production in Buick’s Regal GS and Recreation area Path Ultra. The supercharger is nonetheless a buckle-motivated Eaton Roots-fashion blower with an important wastegate, and it nevertheless is located in the valley among the cylinder banks. There is a slight tip of supercharger whine, however, for the most portion, the engine is tranquil and remarkably comfortable contemplating its Pleistocene roots.
Compared to engines like the 270-horsepower, 3.5-liter, usually aspirated V-6 in the Acura TL or any of the variety of models of Nissan’s VQ35 family members of 3.5-liter V-6s, the supercharged 3800’s 240 horsepower would seem modest. Nevertheless, the 3800 grunts out 280 lb-ft of top torque while the engine in the TL could only muster 238. And although the Chevy’s torque creation shirts out at only 3600 rpm, the Acura has to rewrite all the approach to 5000 rpm to arrive at its a lot less fulsome summit. Positive, the blown 3800 doesn’t hop for its small 6000-rpm redline like the import rivalry, but it doesn’t have to, and it’s comfortable for everyday use. Eventually, the supercharged 3800 does a pretty good fake of an excellent working, middle of the-Nineties, GM small-prohibit V-8 – one thing like the 260-horse power, 5.7-liter, LT1 V-8 installed in that era’s Impala SS. Which ain’t no shocking thing.
Support up the 3800 is GM’s nearly-as-common 4T65-E several-rate auto transaxle. Certain a whole lot of the levels of competition has progressed to 5-pace automatics, but this transmission shifts with confidence and, contemplating the engine’s very low-finish skills, the 5th cog just is not skipped. A no to 60 mph clocking just below 7. mere seconds (Motor Trend’s guess is 6.8 secs), looks about proper.
Beyond that, the gearing is so conservative that the engine changes under 2000 rpm at 70 mph. That contributes to EPA Energy miles amounts of 18 in the city and 28 on the highway and, for a 3606-pound car, which ain’t terrible.
The Impala’s chassis is like David Broder’s line in The Washington Post: an unchallenging regurgitation of general information. The front-end rides on MacPherson struts and the rear get comparable struts of its personal. The unibody construction is relatively small and rattle free, the directing is by strength rack-and-pinion, and there’s a disc brake behind each and every wheel (Stomach muscles is regular on the popular LS and the SS). It’s stringently unadventurous information.
GM ups the Impala SS’s front stabilizer bar from the base car’s 32 millimeters to 34 and protrusions the rear nightclub up from 14 millimeters to 19.5. Dual-price coil springs swap the non-linear coil springs used on other Impalas, and the shocks are already correctly returned. The most noticeable difference between the SS as well as other Impalas are the rims and car tires. When other Impalas use 16-inches tires and P225/60R-16 visiting car tires, the SS will get 17-inches rims and P235/55R-17 auto tires (in the check car’s case, Goodyear Eagle RS-As).
Spanning 200 in. Extended general, driving on an 110.5-inch wheelbase, and a husky 73. in. Wide, the Impala isn’t a small car. The truth is it’s a total 10.7 ” over an Acura TL, even though the wheelbase is only 2.6 ins more lavish. But GM is doing an incredible task tuning the chassis; this car is nimble, relatively tranquil and does respond extremely effectively to steering inputs in spite of an early move into understeer. The directing system’s conversation skills are a little bit autistic, but it is foreseeable and weighted to provide at least the illusion of feedback.
Let us not place way too good a stage for this: The Impala SS interior is a failure. The front side seats are unsupportive in good shape and get little bottom part pillows that give up on the driver’s thighs and legs at the middle of thigh. The rear chair has a quick base cushion way too, and the little one seat anchors are kept uncovered powering it. Every item of interior plastic can feel low-cost to the effect; the carpet is chintzy, and the lighting is skimpy (for instance, the shifter lives in a dark void in between the entrance seats without a lighted PRNDL indication). Just getting famous in the ignition is an unsatisfying practical experience as the driver’s knuckles knocks facing a plastic dash solar panel with an affordable plasticky crank that appears to be like a drumstick reaching the rooftop of a Fisher-Price Supportive Family™ Dollhouse.
In the interior’s safeguard, it is rather spacious, the instrumentation is easy to read, the leather place around the otherwise dull steering wheel seems excellent, the air flow handles are intuitive, the Heating and cooling system by itself work splendidly and the gray leather-based furniture with the unavoidable “SS” trademarks seems rugged or else incredibly supple. These are virtues. Nonetheless, they fall far simple of compensating for the interiors influential voices.
It’s one thing if the interior is a loss head fleet vehicle, quite an additional for GM to anticipate retail buyers to pay for 60 several weeks worth of-of financing while relaxing in it each day rather than resenting the cheesiness before the third transaction is thanks. Those won’t be small monthly payments sometimes since the Impala SS’s price begins at $27,335 and quickly crests past $30K with addition of the 1SC comfort group (freight web, steering wheel radio station controls, getaway personal computer, OnStar, etc.), potential and warmed up chairs, and XM FM radio.