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Chevrolet MY 2014 Impala full-size sedan to offer 2.4L eAssist powertrain, estimated 35 mpg highway

4 April 2012

2014-Chevrolet-Impala72
New Chevrolet Impala. Click to enlarge.

Chevrolet is unveiling its all-new 2014 Impala at the New York Auto Show; the redesigned full-size flagship sedan goes on sale in early 2013 as the model’s 10th generation. Impala was the best-selling full-size sedan in the US 2011, with sales of more than 171,000 units.

The new Impala will offer a range of three direct-injected gasoline engines, including a 3.6L V-6, new 2.5L four-cylinder and a 2.4L four-cylinder with eAssist, GM’s light electrification system that is also featured in the Chevrolet Malibu (earlier post), as well as in the Buick line-up (earlier post, earlier post).

Impala’s three powertrains all feature fuel-saving direct injection and lightweight components:

  • Impala’s Ecotec 2.4L engine works with the eAssist system to provide electrical assist in certain conditions to help save fuel. It is estimated at 182 horsepower (134 kW) and is expected to achieve 35 mpg US (6.7 L/100 km) on the highway.

  • The Ecotec 2.5L is part of a new family of four-cylinder engines developed with increased efficiency and greater refinement. It is estimated at 195 horsepower (145 kW).

  • Output for the 3.6L V-6 is estimated at 303 horsepower (226 kW).

  • All of Impala’s engines are matched with six-speed automatic transmissions.

MY 2014 Impala powertrains
  Ecotec 2.4L
DOHC I-4 w/ eAssist
Ecotec 2.5L
DOHC I-4
3.6L V-6 VVT DI
Displacement (in3 / cc) 145.4 / 2384 150 / 2457 217 / 3564
Fuel delivery direct injection
Est. Power (hp / kW @ rpm) 182 / 134 @ 6200 195 / 145 303 / 226 @ 6800
Est. Torque (lb-ft / N·m @ rpm) 172 / 233 @ 4900 187 / 253 264 / 358 @ 5300

A MacPherson-strut front suspension and four-link rear suspension underpin the Impala, with an isolated front cradle and hydraulic ride bushing that help deliver a smoother, quieter ride. All models feature an electric variable-assist steering system that helps save fuel by drawing energy only when the steering wheel is turned.

Designed on a global platform, the 2014 Impala uses a stiffer architecture that enabled engineers to tune the ride and handling more precisely, for a greater feeling of control and comfort. A package of sound-absorbing, sound-suppressing and even active noise cancellation (on four-cylinder models) contributes to the 2014 Impala being Chevrolet’s quietest full-size sedan ever.

The 2014 Impala also offers a suite of standard and available safety features. It employs advanced technologies—including radar—to help avoid crashes. Visual and audible alerts help drivers identify potential crash situations and even intervene when a crash threat appears more imminent. The available safety features and benefits include firsts for Chevrolet and Impala:

  • Full-speed-range adaptive cruise control. Using radar technology, this feature senses traffic in front of the Impala to adjust the vehicle speed, including stopping the vehicle in heavy traffic and accelerating again. It is the first application in a Chevrolet.

  • Collision mitigation braking. Another Chevy first: Radar technology detects a possible crash threat and alerts the driver. If the driver does not appear to react quickly enough or doesn’t react at all, this feature intervenes and applies the brakes in an effort to avoid the crash.

  • Forward collision alert. Camera technology detects a possible crash threat and alerts the driver, giving him or her time to stop and/or change course.

  • Lane departure warning. A camera-based lane detection system that warns the driver of impending lane changes. The camera, mounted near the inside rearview mirror, identifies traffic lane markings and provides audible alerts.

  • Side blind zone alert. Using radar sensors on both sides of the vehicle, the system “looks” for other vehicles in the blind zone areas of the Impala and indicates their presence with LED-lit symbols in the outside mirrors.

  • Rear cross traffic alert. Based on the radar sensors of side blind zone alert, it warns the driver of vehicles in traffic when backing out of a parking spot— including angled parking. Visual and audible alerts are triggered if moving vehicles are detected.

These crash-avoidance technologies complement the Impala’s other safety features, including 10 standard air bags and OnStar.

The 2014 Impala will be offered in LS, LT and LTZ models, with assembly at GM’s Detroit-Hamtramck, Mich., and Oshawa, Ontario facilities. Pricing will be announced later.

April 4, 2012 in Engines, Fuel Efficiency, Hybrids, Vehicle Systems | Permalink | Comments (17) | TrackBack (0)

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Comments

Good first step. Could use Sonata's 200 hp 2.4L 4-cyls ICE for more power without increasing fuel consumption.

However, with Asian horses being smaller than American horses - the Chevy probably already outguns the Hyundai. There is a reason all GM engines are SAE J1349 certified and not one Asian is. Look for yourself: http://www.sae.org/certifiedpower/data/.

I knew that the two legged version was much larger and heavier but one hp is one hp and one KW is one KW?

@HarveyD

The definitions are the same but there are different ways and different assumptions made while running the tests. The same is true with mpg ratings. The EPA ratings are much harder than the European ratings (about 20% difference) Old gross SAE hp was very liberal resulting in inflated numbers but the new SAE hp rating is much more stringent. Anyway an SAE hp is worth more than a Japanese hp and even slightly more than a DIN (German) hp. Also, the torque and horsepower curves are important. A higher peak power at a high RPM is not as useful as a broad horsepower curve at lower RPMs.

I looked at the photo above and on the GM site and this car LOOKS GREAT! Definitely doesn't look like it was designed by the bean counters!

We may be overdue for international hp, KW and fuel consumption ratings.

Yes, both the Malibu and Impala 2013 look great and a lot like the Nissan 2013 Altima? The Malibu may become very competitive on the world market.

If they'd used a 2.0 liter with a turbo instead of the 2.4, they probably could have matched the highway economy of a 2004 Passat TDI while keeping the power.

This is still only halfway to where the PNGV cars were 12 years ago.  There is a long way to go.

What I don't like are the specs for the 3.6 L V6; 303 HP at 6800 RPM....seriously? Just how often is one, in normal driving, going to get the RPM's up to 6800 RPM's? How about 303 HP at half that - 3400 RPM?

In late 2013 it will be ahead of all the PNGVs
- It will prove to be marketable.

sd...do you mean that we are playing with hp and KW units much that same way our ancestors played with the Imperial gallon but the other way around? What is the objective this time? There must be one!


ejj,
how often is one, in normal driving, going to get the RPM's up to 6800 RPM's...........?

THAT is not normal driving, that is definitely spirited driving !!!! However there are not just a few drivers out there that don't get the fact that horsepower is torque AND rpms. And why my 5spd Echo is never intimidated by more powerful cars. You'll never catch me changing up early since loss of rpms is loss of power. Because that's how horsepower works.

Designers work hard to maintain that constant torque right out to max engine revs. That way you can hold the engine in one gear as long as possible without acceleration dropping off. In difficult situations I often don't change out of 2nd until I hear my engine scream "Uncle".

Now to get back to this Impala V6. For this engine I can predict that at 6800rpm its piston speed will be starting to approach racing territory of 20m/sec. Therefore the option of increasing the crankshaft throw - to develop more torque - would significantly increase the piston travel. The resulting larger piston stroke will cause piston speed to exceed 20m/sec and thereby significantly impact the durability of its conventional automotive metallurgy.

The alternative option is to double the piston area. You're asking for either a V12 or existing piston diameters to increase by 40%.

Some people, they keep their pants up with a white belt and drive Buicks - yes those type of people - have an expectation that if you are nice enough to confine an engine within its lower speed register that it should reciprocate the favor and provide more torque. And so it would. But that was in the days of the two valves per piston and the mechanical radiator fan. Today we expect a lot more than the 120HP that those old V8s could throw out and rpms is how we do it.

A heavy Impala with only 145 hp with four heavy people on board will crawl to 70 mph. That's why I proposed to switch to 200+ hp turbo 4 cyls.

It has a 182 hp, it is 145 cubic inches displacement. The 2.4L 182 hp is direct injected and used in a 3800 pound AWD Equinox with no complaints on performance.

eAssist could be the value proposition for this year and next. Once people see the $5000 hybrid premium, they could say that this is a good middle ground for them.

I stand corrected...read the wrong line.

For all you CAFE supporters, that means the Impala is now complaint with the 2020 CAFE legislation, in the Energy Act of 2007 for CAFE mileage, 7 years ahead of time.

Really quite good when you consider that it is the largest automobile sedan that Chevrolet will make. All others except for performance machines sold in small numbers will also consequently expected to be compliant.

Engineer Poet,

Ypou are quite correct that it stil doesn no tequal the PGNV cars. But then they would nao tbre legal today wiht way too muchj pollution.

To my knowledge no one has yet developed even a test bed diesel that can meet Lev III Sulev II level emissions. CARB will promulgate them this year for adoption circa 2015 for California which still has bad Air in the SCAQD, and the 14 mindless followers, unless they jump off that ship.

At least 2 States of the 14 have proposals to do exactly that. With virtually all having Air emissions compliance today, there is little reason to drive up the price of cars, or eliminate diesel options, in their States for relatively artificial reasons.

PNGV cars could have been switched to GDI engines at a relatively small penalty.  The Impala still falls far short of what the Big 3 were doing 12 years ago.

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