Few American automotive nameplates are as recognizable as the Chevrolet Impala. Although the model was discontinued in 2020 after full-size sedan sales had been fading for years, the Impala had a six-decade run, during which time Impalas rolled off North American dealer lots in the tens of millions. In 1965 alone, more than one million Impalas were sold, and at that time, it was one part of Chevrolet’s full-sized lineup.
But that was a long time ago, and names come and go with the tides of car buyers’ interest. The Impala was similarly discontinued in 1985, only to be revived in 1994, then canceled again in 1996, and revived in 2000. Time will tell if the Impala name stays canceled, but the modern Impala did quite well for a long time, even if it was a very different car from the classic Impalas of the 1960s.
Because so many old Impalas were sold, they’re still easy to find today, but you can separate Impala history into three easy eras: the rear-wheel drive models built from 1958 to 1985, the full-size hot rod Impala SS built from 1994 to 1996, and the front-wheel drive models built from 2000 to 2020. We’re concentrating on these later models in this guide, though we’ve included a little information about the older versions, too. The front-drive models replaced the 1990s-era Lumina, a name that never resonated like “Impala,” They were smaller than their 1960s and 1970s forebears, but still big and roomy inside.
Some of those early units were assembled at the former General Motors plant in Sainte-Thérèse, Quebec, and the Impala was on the roster at GM Oshawa Assembly throughout its run apart from that brief resurgence in the mid-1990s. So, there are plenty of examples of Canadian automotive history out there to be discovered.
Though often found at the rental car counter (and sometimes in the employ of law enforcement), the front-drive Impala grew increasingly refined over time. Its final generation was one of the nicest remaining full-size sedans on the market, a good match for the Toyota Avalon, Hyundai Azera, Ford Taurus, Dodge Charger, and Chrysler 300, and usually one of the most affordable of the set.
These modern Impalas now offer lots of space, a comfortable ride, and intuitive tech at a very friendly price. There’s plenty to like about the Impala on the used car market, even when compared against today’s tech-forward rolling computers. Here, we’ve outlined each Impala generation and included some advice about what to watch out for and what to pay on the more modern versions.
Chevrolet Impala Buying Guide: Cost, Reliability, and the Best Years to Buy
- Frequently Asked Questions
- Chevrolet Impala Pros and Cons
- Chevrolet Impala Generations
- 10th generation (2014-2020)
- Ninth generation (2006-2013)
- Eighth generation (2000-2005)
- Seventh generation (1994-1996)
- Sixth generation (1977-1985)
- Fifth generation (1971-1976)
- Fourth generation (1965-1970)
- Third generation (1961-1964)
- Second generation (1959-1960)
- First generation (1958)
Frequently Asked Questions
Which Chevrolet Impala years are the best?
The final tenth-generation Impala, introduced in 2014 and built until 2020, has a much better repair record than its two front-wheel drive predecessors. It’s also nicer to drive and comes with more features, so we’d have to rank those years as the best of the modern Impalas. The 1977 to 1985 Impalas aren’t as fast as the classics of the 1950s and 1960s, but they came with modern safety structures and have come into their own as classics in recent years, while the 1994 to 1996 Impala SS has been a fun and desirable classic for a long time now.
What are the worst Chevrolet Impala years?
The eighth-generation Impala, the first with front-wheel drive and built from 2000 to 2005, is by far the worst offender in terms of generating owner complaints. The years 2002 and 2004 seem to come in for especially harsh criticism, and the issues aren’t trivial: cracked intake manifolds, overheating, manifold and head gasket problems, malfunctioning immobilizers that keep the car from starting, electrical issues that drain the battery quickly and slowly, and even problems with the ignition key and the interior lighting.
Is a used Chevrolet Impala a good deal?
Yes, but it depends on the year. The Impala is cheaper to buy than rivals like the Chrysler 300 or Toyota Avalon, and its later years have plenty of value. We’d steer clear, however, of the early 2000s Impalas, which are now in bargain-bin territory. They have too many recurring mechanical problems to make them a good value proposition. Classic Impalas also have lots to offer in terms of style, power, and easy maintenance. By the standards of cars from the 1960s and 1970s, they’re reliable and family-friendly.
Chevrolet Impala Pros and Cons
Pros:
- Easy-to-use systems
- Lots of room inside, big trunk
- Plush ride quality
Cons:
- Not as up-to-date as its rivals
- Lacks advanced driver-assistance and safety features
- Mixed reliability record in early front-drive years
Chevrolet Impala Generations
10th generation (2014-2020)
After more than six decades, the 2020 Chevrolet Impala became the last. General Motors announced the decision as it trimmed many sedans from its lineup. The tenth-generation cars sold from 2014 to 2020 and featured attractive modern styling, generous standard features, and a trio of available powertrains throughout its run. Reviews for the car remained mostly positive until its demise, with critics citing its cavernous interior space, easy-to-use tech, and silky-smooth ride quality as significant selling points.
Chevy offered three drivetrain options in the last-generation Impala, but one is exceedingly rare. The base engine was a 2.5-litre four-cylinder (the first time an Impala was powered by a four) that made 196 horsepower and 186 pound-feet of torque, which proved insufficient for the big sedan and left it without much grunt when it most needed power. The optional 3.6-litre V6 engine made a much more acceptable 305 horsepower and 263 pound-feet, which gave the car the acceleration and passing capabilities it direly lacked with the four-cylinder engine.
The third option was a 2.4-litre mild-hybrid four, with 182 horsepower and 171 pound-feet of torque in the Impala ECO. While capable of fuel economy as low as 8.7 litres per 100 kilometres combined (the other Impalas ranged from 9.6 to 10.6), the mild hybrid just didn’t have enough power to tempt buyers, and Chevy quickly and quietly dropped it. All three engines used a six-speed automatic transmission and were exclusively front-wheel drive (FWD).
Inside, the last-gen Impala offered standard cloth upholstery, but higher trims came decked out with leather and upscale finishes. Chevy used soft-touch materials for most surfaces inside, which gave the car a more expensive feel than its price tag suggested. The Impala boasted an expansive rear seat, great visibility from the driver’s seat, and acres of room throughout, including 935 millimetres of rear legroom in the back seat. It also had a 532-litre trunk, one of the best in its class.
Tech was generous in these cars and included a responsive, intuitive MyLink infotainment system, Apple CarPlay and Android Auto connectivity, Bluetooth, USB inputs, and available navigation. Automatic climate controls, a Bose audio system, keyless entry with push-button start, and satellite radio were available. Active safety features were limited compared to the Toyota Avalon, but GM did make some gear available from the start, including blind spot monitoring, adaptive cruise control, lane departure warnings, and forward automatic emergency braking. However, most of these features cost extra.
This final Impala has the best repair record of any modern version (so far), although Consumer Reports consistently rated it as “average.” Other reliability trackers, like J.D. Power and the Dashboard-Light index, give it very good marks, and it doesn’t generate many complaints on crowdsourced forums.
These Impalas offer a lot of car for not much more money than smaller entrants like the Toyota Camry or Chevy Malibu. Nice V6-powered Impalas with fewer than 100,000 kilometres on the odometer sell for roughly $17,000 to $23,000. Four-cylinder models trend in the same range, so check the specs in ads carefully. They’re a good family car and they don’t feel cheap inside. This generation of Impala is a solid buy.
Ninth generation (2006-2013)
Introduced for model year 2006, the ninth-generation Impala remained a full-size, front-wheel-drive sedan. It rode the same aging platform as the previous eighth-generation model but wore new and attractive styling. It also delivered an expansive cabin, impressive fuel economy, the versatility of FlexFuel capability, and peace of mind in the form of a safety package that included standard OnStar services.
Chevy offered this new Impala with a choice of three engines: two mainstream V6s and a rarely ordered V8. A 211-hp, 3.5-litre V6 powers the Impala LS and LT trims, while the LTZ retained its 233-hp, 3.9-litre V6 from the eighth-gen models. Both FlexFuel-capable engines ran on regular gasoline as well as E85 fuel. The smaller power plant performed well around town but sometimes struggled when passing at highway speeds. Fuel economy numbers landed at 12.2 L/100 km city and 8.0 highway for the base V6 and 13.5 city/8.8 highway for the larger V6, although those numbers dropped when the engines were running on E85 fuel.
The top-of-the-line Impala SS used a 5.3-litre small-block Chevy V8, mounted transversely and driving the front wheels. With 303 horsepower and 323 pound-feet of torque, this was the most powerful Impala engine in many years, and it could deliver zero-to-96 km/h times in the mid-five-second range. But it was heavy for the car, fuel-hungry, and expensive. The Impala SS was not a popular model this time, and was discontinued after 2009. All three engines, before 2011, used a four-speed automatic.
For 2011, the Impala came in entry-level LS, mid-level LT, and top-of-the-line LTZ trims. Chevy added a new optional Luxury package for the LT trim, which includes heated front seats, a six-way power-adjustable passenger seat, heated power mirrors, and an automatic rearview mirror. Other than that, the Impala remained unchanged for 2011. In 2012, Chevrolet replaced the old four-speed automatic transmission with a more efficient six-speed unit and gave all Impalas dual-exhaust mufflers.
2013 was largely a carry-over year, though it did mark the final appearance of an old full-size car tradition: a front bench seat with a column shifter. After 2013, all Impalas had consoles. While a big and comfy car, the ninth-generation Impala did not have as much room as some other full-size rivals, with a middling 955 mm of rear legroom, though it did have a 527-litre trunk, which was very good for its class. Active-safety features were essentially absent, though stability control and a few other basic items were standard.
Despite its positive points, the Impala did not score well with reviewers, who found fault with the car's interior quality, dated mechanical equipment, spotty performance, and uninspiring exterior design. It bore little resemblance to the upscale and popular Impalas of the 1950s and '60s, reviewers noted, and the car came up short when compared to such competitors as the Ford Taurus, the Buick LaCrosse, the Hyundai Azera, and the Chrysler 300.
In fairness, the W-body platform it was based on dated back to 1988, and it’s hard to keep the ingredients fresh when the recipe is that old. By the end of its run, many Impalas were going to fleets rather than individual consumers. It was a staple of the rental car counter.
This Impala had a better reliability record than its eighth-generation predecessor, although that wasn’t a very high bar. Most outlets give it strictly average reliability ratings, though the Dashboard-Light index and J.D. Power both give it high marks. Rust is a real problem on early models and cars in snowy climes, so inspect carefully.
Due to that latter issue, Impalas of this vintage are somewhat hard to come by in Canada. If you do the work to dig one up, you’ll find it’s cheap but basic. An example in decent condition with fewer than 150,000 kilometres will run you about $6,000 to $10,000. V8 models cost a little more and might have some collector appeal down the road, but they aren’t worth shelling out big bucks for unless you’re a diehard fan.
Eighth generation (2000-2005)
The famous Chevrolet Impala name returned in late 1999 to replace the unloved, unlamented Lumina. Introduced as a Y2K model, the reincarnated Impala was similar to its predecessors only in that it was a full-size sedan with round taillights. Virtually everything else about the car bore little or no relation to past impalas, including the mid-1990s Impala SS. The car was now front-wheel drive and based on GM’s W-body platform, the same architecture that had already underpinned two generations of Lumina by that time.
But while the bones were old, the design was new. On the outside, the Impala looked totally different from the Lumina and much more stylish. While it was no larger than its predecessor, it made much better use of its interior space, with almost 5 centimetres of extra rear legroom and a roomier-feeling cabin in general. The trunk was also almost 20% larger than the Lumina’s. What wasn’t so great were the cheap and drab interior materials. The Impala’s cabin was a sea of cheap grey plastic, much of which would not age very well.
Still, the remade Impala also came with a beefed-up crash structure, standard four-wheel anti-lock brakes (believe it or not, still optional on many rival cars back then), and the option of GM’s OnStar system.
Chevrolet offered two V6 engines in this Impala, a 3.4-litre unit with 180 horsepower and 205 pound-feet of torque, and the long-running “3800” V6, designed by Buick, with 200 horsepower and 225 pound-feet of torque. Both engines used a four-speed automatic transmission, and all Impalas of this generation were front-wheel drive. Today, the 3.8 litre engine is the one to seek out because the 3.4 has a horrendous record of reliability problems.
In 2004, Chevrolet revived the Impala SS model with a supercharged version of the 3.8 previously used in the Buick Riviera, Pontiac Grand Prix GTP and Pontiac Bonneville SSEi models. This is undoubtedly the best version of this car thanks to the extra power and the supercharged 3800’s durability. It would sprint to 96 km/h in 6.5 seconds, which isn’t fast but is quicker than the other Impalas of this era. There was also a police package, the 9C1, which used a heavy-duty suspension and the 3.8-litre engine but with a much more basic interior.
While good looking, the new Impala received mixed reviews from critics. The negatives largely involved its dull driving dynamics and drab interior. Later on, owners also gave it bad reviews on sites like CarComplaints.com, citing its many reliability and quality issues. The 3.4-litre models come in for much worse scorn than the 3.8s, but in all versions electrical problems and degrading interiors are common. On those smaller V6s, there are also more serious issues, mainly overheating, blown head and intake manifold gaskets, coolant leaks, rough running, and excessive fuel consumption. As with the ninth-generation model, rust is also a chronic problem.
This generation of Impala is very cheap now as a result, if you can find one in Canada at all. Even the very best non-SS Impalas in this generation shouldn’t cost you more than $5,000, and we’d be reluctant to spend more than that on one, given that the ninth-gen models aren’t much more expensive and have a much better track record. The Ford Crown Victoria and Mercury Grand Marquis are much better options if you want a full-size American sedan of this era.
Seventh generation (1994-1996)
When Chevrolet redesigned the full-size, rear-wheel-drive Caprice in 1991, its bulbous, aerodynamic styling met with a cool reception from Chevy traditionalists. To inject some excitement into the lineup, the Bowtie brand turned to its Specialty Vehicles Group (SVG), an in-house idea factory, for help. SVG, then led by assembly-line worker turned engineer Jon Moss, came up with an idea to revive the long-dormant Impala name on a hot-rodded Caprice. The seventh-generation Impala, available only as an SS, was the result.
Moss’s concept car version of this idea appeared at the 1992 SEMA show. It was an all-black Caprice with the fender skirts cut away, featuring big wheels and a heavy-duty suspension courtesy of the Caprice 9C1 police car. Under the hood, Moss shoved in a 500-cubic-inch Cadillac V8 from the 1970s. The idea was a big hit, and because the car was so close mechanically to the Police Caprice, it was easy to put into production, which is exactly what happened in late 1993.
The production Impala SS was just like the concept: a modified Caprice with bucket seats and a centre console, a different C-pillar design, special 17-inch chrome wheels, a monochromatic colour scheme (all black at first, with burgundy and dark green added later), and a 260-horsepower LT1 V8 shared with the Camaro and rear-wheel drive. The car was an instant hit with critics and buyers, even if it wasn’t quite as fast as the looks suggested. There was also a tuner version from Callaway Cars with 400 horsepower.
Sales of this Impala rose every year it was in production, but while the Impala SS enjoyed renewed success, sales of the Caprice it was based on continued to decline. GM decided to use the factory both cars were built in for Tahoe production starting in 1997, so the SS and the Caprice were axed at the end of the 1996 model year.
This is a true full-size car, though the bucket-and-console front seating means there’s only room for five. There is, in fact, lots of room, with roughly a metre of rear legroom and a massive 577-litre trunk. It’s also rock tough thanks to its police car mechanicals, meaning it's reliable and long-lived.
As you’d expect from a flashy sports sedan that’s a fan favorite, this is already a collector car, and prices have steadily risen for the past decade. You’ll need to do some legwork to find one in Canada, but when you do it will likely cost somewhere in the $22,000 to $25,000 range. A low-kilometre example in great condition could easily go for much more.
Sixth generation (1977-1985)
After years of criticisms that its full-size cars were getting too big, inefficient, and unwieldy, the spectre of the 1973 gas crisis finally accelerated GM’s plans to downsize its big cars. The sixth-generation Chevrolet Impala was part of that huge program, a USD$600M effort that yielded smaller B-body and C-body designs for the first time in years.
While considered a dramatic downsizing, the new cars were just a reset, returning to the size and proportions of the full-size sedans and wagons of the late 1950s and early 1960s. Roughly 300 kilograms (700 pounds) lighter and 25 centimetres shorter than its predecessor, buyers and critics liked the change enough for the 1977 full-size Chevrolets to earn Motor Trend's Car of the Year award.
These cars were far more efficient than their elephantine predecessors, and also much better handling cars for the change. Hardly any interior or trunk space was truly sacrificed in the process, with GM just trimming all the unnecessary weight and bulk out of the designs. The new cars, at Chevrolet the Caprice and Impala, were also safer and more crash-resistant. The basic design of these cars was so good that it would still be the basic architecture used in the 1990s Impala SS described above, although GM had made many improvements by then.
Though the Impala started off as a high-end model at Chevrolet, by 1977 it was the budget-spec full-size car, while the Caprice was the mainstream entry and the Caprice Classic the luxury model. These Impalas are basic indeed by today’s standards, sometimes coming with crank windows, vinyl seats, AM/FM radios, and in a few cases, no radio at all. They do have modern seat belts, however. Three bodies were available: a four-door sedan, a big roomy station wagon, and a rarely ordered two-door coupe. As coupes were generally more geared towards luxury buyers, the Impala two-door was a rare bird in this era.
As emissions regulations and fuel prices were constantly in flux in the 1970s and early 1980s, Chevrolet offered many engines in this Impala. Chevrolet’s old 110-horsepower 4.1-litre inline-six was the base engine from 1977 to 1979, then a series of V6s were offered: Chevrolet’s 115-horsepower 2.9-litre from 1980-84, Buick’s 3.8 (related to the one in the 2000 Impala) with 110 horses from 1981-84, and Chevy’s fuel-injected 4.3 in 1985. V8 options included Chevrolet’s 5.0 (1977-85), 5.7 (1977-79), and 4.4-litre (1980-82) gas engines, and the Oldsmobile 5.7-litre diesel, a trouble-prone engine that’s almost extinct today. None had more than 170 horsepower and most used three-speed automatic transmissions. A four-speed automatic was optional on V8s in the early 1980s.
These old Impalas are slow and basic but reliable and roomy. They’re getting old to use as daily drivers, but they’re straightforward to maintain thanks to their proven simple mechanical pieces. Unlike the Caprice, they aren’t worth much money. You’ll likely need to look south of the border to hunt one down, where nice examples cost from USD$5,000 to $10,000. The only one with real collector interest is the two-door, a rare favourite of customizers and low-riders.
Fifth generation (1971-1976)
The largest Impalas ever made, GM redesigned its full-size sedans in the fall of 1970 into truly huge proportions, and the Impala was the most popular of all these cars. The cars got even larger and heavier with time thanks to new crash safety regulations. How large? A 1975 Impala station wagon weighed around 2,270 kilograms (5,000 pounds) and measured roughly 5,660 mm from stem to stern.
The engines ranged up to 454 cubic inches (7.4 litres). In the early years of this generation, those engines were still quite potent, even if they sucked down fuel at 20 litres per 100 kilometres. But emissions regulations eventually sapped their power, and by 1976 the “turbo jet” 454 made only 225 horsepower.
These huge cars could seat six in comfort, and they were both reliable and safe for their era, if enormously large. Chevrolet offered three body styles: a coupe, a four-door sedan, and a huge wagon with a clever “clamshell” rear door that opened in two halves. The top glass slid into the roof while the tailgate slid down into the floor. In 1971 and 1972, there was still an Impala convertible, as the Impala was an upper-mid-range trim, above the Biscayne and Bel Air but beneath the Caprice.
The other engines in this series were the overmatched 250-cid (4.1 litre) Chevrolet straight six, and Chevrolet’s 350 and 400 cubic-inch V8s (5.7 and 6.6 litres). Some early models were also built with the powerful 402 V8. A very tiny number of early models had three-speed manual transmissions, but nearly all these Impalas were three-speed automatics.
In the mid-1970s, the Impala was the most popular full-size sedan on the market and sold in big numbers despite a serious dip in 1974 after the first OPEC crisis. However, few survive today because the subsequent gas crisis destroyed their resale values, and the later downsized models were just more practical and efficient cars. Many fifth-gen Impala sedans and wagons met their end in demolition derbies.
These cars are valuable today, especially higher-spec models, coupes, and convertibles, but prices are all over the place because of their rarity. Expect to pay USD$20,000 or more for a good-condition convertible, wagon, or coupe.
Fourth generation (1965-1970)
The best-selling single generation of the Impala, the model was entirely redesigned with a new perimeter frame and new bodies for 1965. It was so well received that Chevrolet sold more than a million units that year, a number unequaled by any single GM model in a single year ever since. The appeal was obvious: the Impala handled well by 1960s large sedan standards, its muscular styling looked fantastic, and it offered an almost endless array of customization choices.
From 1965 to 1970, at various times, no fewer than ten different engines were offered in this Impala. The standard engine was Chevy’s old 250-cid inline six, but the other nine were V8s ranging from 283 cubic inches (4.6 litres) to the wildly powerful 396 (6.5-litre), 427 (7.0-litre), and 454 (7.4-litre) big block designs, packing up to 425 (gross) horsepower. It came as a two-door or four-door sedan, a two-door coupe or convertible, and a wagon, in many states of tune, from grocery getters and family cars to almost purpose-built drag racers.
The styling was refined and improved every year it was on the market, and its looks matched the deep V8 burble of these engines. The sleek ‘67 and ‘68 models are fan favourites, but these Impalas have been popular since they rolled off the line. These are still extremely popular classic vehicles, with collectors who value originality as well as resto-modders and low riders. If you’re buying a nice one from a classic car dealer, expect to pay a minimum of USD$25,000.
Third generation (1961-1964)
By the time the third generation appeared in 1961, the Impala had become the best-selling car in the United States. It would remain so for the next decade, epitomizing as it did the perfect storm of performance, features, and affordability for car buyers in the early 1960s. The new Impala displayed a more subdued exterior as Chevy revamped all the sheet metal except for the roof. The triple taillights, which had disappeared for a year, returned, but the tail fins were gone, resulting in a sleeker rear end and nearly straight lines from front to rear.
The big news for 1961, however, was the introduction of the Impala SS (Super Sport) package, the forerunner of the muscle cars of the mid-to-late '60s. Owners could add the SS package to any Impala trim, outfitting it with an upgraded suspension, high-performance brakes and tires, and a choice of several powerful V8 engines, including a new Turbo-Fire 409-cubic-inch V8, which generated an impressive 360 hp. The Beach Boys immortalized the 409 in their song of the same name, which appeared on their debut album in 1962.
Chevy continued to refine and retune the Impala SS, particularly the 409 trims, through the early '60s, and the automaker ultimately split the Impala SS off into its own line in 1964. It featured unique trim, side moldings, wheel covers, and badging.
As with all the pre-1971 Impalas, these cars are seriously popular classics, though it’s mainly two-door models that dominate interest. Expect to pay at least USD$18,000 for one of those, although if you just want the experience, four-door versions cost much less and are no more difficult to restore or live with.
Second generation (1959-1960)
After its blockbuster 1958 debut as a coupe and convertible and part of the Bel Air lineup, a dramatic reworking of the 1959 General Motors lineup changed the Impala into a standalone model with many more body styles. The change began before the original version ever went on sale. In the fall of 1956, several GM designers noticed a parking lot full of Chrysler’s dramatically restyled 1957 Plymouths and Dodges. Those cars made GM’s efforts look instantly dated, so GM and Chevrolet completely redesigned their 1959 cars in just a year, and they were the most dramatic and over-the-top cars GM ever created.
One way to make a big car look better is to make it longer, lower, and wider, and that’s just what the designers did. The wheelbase grew by roughly 4 centimetres, width by 5 centimetres, and the new ‘59 Impalas were 7.5 centimetres lower overall. They now came as a coupe, a convertible, a four-door sedan or a four-door “Nomad” wagon, integrating another famous 1950s Chevy name.
The Impala, in 1959-60, would be the top-level Chevrolet and quite luxurious, but these cars are best known for their dramatic “batwing” tailfins. They still look pretty wild today, and GM toned them down in 1960 and clipped them entirely soon after in favour of more understated styling.
The standard engine was Chevy’s “Blue Flame” 235-cubic-inch (3.9-litre) inline six, but most customers chose one of two V8s, the 283-cid (4.6-litre) “Turbo Fire” or the 348-cid (5.7-litre) “Turbo Thrust.” Chevrolet offered three or four-speed manual transmissions and two- or three-speed automatics.
These famously flamboyant Impalas have been collector cars since the 1980s and are worth quite a lot today. Sedans are reasonably priced, but two-door models, especially hardtops and convertibles, can crest six figures.
First generation (1958)
Chevy certainly had high hopes for the Impala when it launched in 1958. Designed by a team led by the famous Clare M. "Mac" MacKichan, working under the even more famous Harley Earl, the first-generation Impala was a fancified version of the gaudy, long-and-low 1958 Chevrolet lineup. Originally part of the Bel Air lineup, it came only as a sport coupe or convertible that first year, and while quite busy-looking, it was instantly popular.
Its relatively short cabin, muscular front end and long rear deck gave it an elegant, stretched-out appearance. The muscular snout, prominent headlights, long tail fins, and signature triple taillights on either side helped make the Impala stand out in a crowd and ensured its future as a coveted collector car.
Power came from a choice of three engines, including a 235-cubic-inch Blue Flame inline six-cylinder power plant, a 283-cubic-inch Turbo Fire V8, and a 348-cubic-inch big-block Turbo Thrust V8, which put out about 315 hp.
While soon eclipsed by the 1959 Impala, which evolved into a full lineup of cars rather than just a trim of one other model, the 1958 was the first, and it started to find favour with collectors as early as 1973. That year, a ‘58 Impala Sport coupe had a starring role in the film American Graffiti, ensuring fans of the film and people nostalgic for that earlier era were soon snapping up '58s. The cost of entry these days? A minimum of USD$50,000.
