Handling is surprisingly quick and sharp. This is not the wallowing, live-axle barge from the 1960s. One reason is the Impala's extruded aluminum engine-cradle subframe, a first for the industry says Chevrolet, which isolates vibration while allowing for a more rigid structure. A monster dashboard bulkhead made of light and strong magnesium further enhances to the Impala's rigidity, giving the car a robust feel. The engine cradle and dashboard structure lock the steering shaft down tightly, so there are no excess wiggly movements. Chevy says a novel link between the steering column and the steering gear contributes to better on-center feel at the wheel. Both Impala models benefit from anti-roll bars front and rear, hardware associated with sports sedans.
On the road, the steering provides good feedback, better than the Toyota Avalon's steering. The LS we tested felt particularly precise, with its quicker steering ratio.
Likewise, the brake pedal feels firm and responsive. Braking is smooth and steady, and we applaud Chevy's decision to use discs at all four wheels, even on the base model.
Acceleration is brisk, especially with the more powerful 3.8-liter engine. Chevy claims the Impala can accelerate from 0 to 60 mph in 7.7 seconds, quick for this class. There's just enough torque steer, felt as a slight tug on the steering wheel whenever you stomp on the gas pedal, to remind you that this is a front-wheel-drive car.
The Impala is used for police duty and the police package includes higher-ratio gearing from the Pontiac Grand Prix for quicker acceleration.
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