A rebel yells about pollution: Billy Idol stars in New York anti-idling ads

NEW YORK — Rocker Billy Idol is the face of an anti-idling campaign launched Thursday in New York City.

“Billy never idles, so why should you?” the ’80s MTV star growls in a public service announcement intended to shame New Yorkers into shutting the engine off.

The platinum-haired British American singer of “White Wedding” led a chant of “Shut it off! Shut it off!” at a news conference announcing the campaign in front of City Hall.

City officials said the $1 million #Billyneveridles campaign will include billboards, TV and radio spots and social media ads.

“If you’re not driving, shut your damn engine off!” Idol says in the public service announcement. “I mean, bollocks, are you trying to choke us all?”

New York City law prohibits idling longer than three minutes, or one minute in front of a school.


Source: AutoBlog.com

Harley-Davidson CEO to leave struggling motorcycle company

MILWAUKEE — Harley-Davidson CEO Matthew Levatich is leaving the struggling motorcycle maker.

The Milwaukee company announced Friday that Levatich will leave his post and give up his seat on Harley’s board of directors.

Board member Jochen Zeitz will become acting president and CEO while a board search committee is formed and Harley hires an outside search firm to fill the job.

“The Board and Matt mutually agreed that now is the time for new leadership at Harley-Davidson,” Zeitz said in a prepared statement.

Harley has been struggling with declining sales in the U.S., its biggest market, as it tries to adapt to an aging customer base while looking to expand markets overseas.

The announcement of the leadership change, made after the markets closed, pushed Harley’s shares up 5% in after-hours trading. They had fallen 2.3% with the broader markets during the trading day.

Harley’s closing share price Friday was down 18% for the year.

Harley reported a net profit of $423.6 million in 2019, but it made only $13.5 million in the fourth quarter.

The company said Levatich will stay on through March to assist with the transition.

Zeitz also was named board chairman, replacing Michael Cave, who becomes presiding director. He said the board is confident that its leadership experience and understanding of the company will bring an effective transition.

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Source: AutoBlog.com

2020 BMW X5 M and X6 M First Drive | Greed and speed

Gordon Gekko may have given us the epigram that “Greed is good,” but the suspender-clad scumbag of 1987’s “Wall Street” couldn’t have imagined the modern performance SUV and the people who spend six figures to have it all: Track-level performance, rich luxury, family seating and all-wheel-drive capability.

The latest 2.5-ton corporate raiders are the 2020 BMW X5 M and X6 M, and they’re a hoot: A match for any SUV in the global portfolio, from the Porsche Cayenne and Cayenne Coupe to the Lamborghini Urus, Alfa Romeo Stelvio Quadrifoglio, Audi RS Q8 or Mercedes-AMG GLE 63. “Competition” versions amass 617 horsepower and 553 pound-feet of torque from a new twin-turbo, 4.4-liter V-8 that first rocked the world in the BMW M5 and M8. So equipped, the X5 and X6 M will scorch 60 mph in 3.7 seconds, and peak at 177 mph with a further $2,500 M Driver’s Package. Base models bring an even 600 horses and 553 lb-ft, and lose a whole 0.1 second in the sprint to 60 mph. Competition models add goodies beyond the extra 17 horses, including dramatic sport seats, an exclusive shift lever, a full Merino leather interior, a rowdier M Sport exhaust system, and a selectable Track mode.

I requisition an X6 M Competition at our Scottsdale hotel, the third generation of the slant-roofed crossover that — as with many BMW’s — started off controversial but quickly spawned imitators as other automakers figured out that not every SUV has to look like the bus to Dullsville. It’s still an unconscionable brute. Appropriately, mine is the color of a fresh bruise, or maybe a fresh eggplant, a variable shade called Ametrin Metallic (a $1,950 option) that appears nearly black in low light. An M-specific double-kidney grille is striped with black double bars, spaced so widely I can nearly squeeze my arm through, the better to direct air to a near-naked central radiator. Dual inlets in the 3D-contoured front apron feed an optimized track cooling system, with air-breathing gills in front fenders. Blue-caliper M Compound brakes peek through wheels. Lightweight forged, staggered-sized wheels measuring 21 inches front, 22 rear are standard on Competition versions and optional on base models. A slim liftgate spoiler spans the rear, along with an M exhaust with four 100-mm outlets.

Burbling away from the hotel, the X6 M proves surprisingly hushed and docile with adjustable systems set to various Comfort and Efficiency modes. Most passengers would never suspect there’s a pavement-eating monster below the hood, with a 7,200-rpm redline and spanking throttle response, aided by turbos cozied within cylinder banks. Electric flaps and high-capacity silencers muffle that monster — for now. I settle into those M seats, a visual and ergonomic highlight with their thick-padded integrated headrests; black inserts shaped like cobras (the snake, not the Ford); and powered, winged bolsters that squeeze torsos tight during high-g antics.

BMW’s latest displays and interfaces are among the best in the luxury game, from its richly informative head-up unit to the iDrive 7.0 system and Live Cockpit Professional’s conjoined 12.3-inch displays. The rest is a rich, if somewhat busy, assemblage of glossy carbon fiber, metal and Alcantara. Slipping through traffic, I suddenly notice new, Tesla-style animations of surrounding cars in the driver’s display. (In a bit of Bavarian dreaming, the animated cars are all BMW sedans). The Competition models’ shifter is the best lever BMW has offered in some time, a saddle horn of metal and leather, with an embossed M logo and red-and-blue stitching to match the steering wheel and seat belts. It’s worlds better than the fussy, medical-looking wand that marred many previous Bimmers. That lever controls an eight-speed, M Steptronic transmission, with steering-wheel paddles and three DriveLogic settings.

Stippled pavement sends a dull roar into the cabin from enormous Michelin Pilot Sport 4S rubber, which is promptly drowned out by the sparkling Bowers & Wilkins audio system. There’s some ride crustiness, even in the Comfort setting. On the other end of the spectrum, the suspension’s Sport Plus setting seems utterly superfluous, aside from glassy racetracks where virtually no owner will tread. A familiar array of adjustments tailor the engine response, adaptive suspension, steering, and an M-specific AWD system that largely sidelines the front wheels until their contributions are required. Thank goodness for two red M buttons atop the steering-wheel spokes, which cut through programming clutter to store a pair of macro settings.

The complex, spectacularly effective Active M Differential apportions torque between rear wheels, and of course there’s active roll stabilization. They all do their David-Copperfield-best to make this 5,375-pound SUV (5,425 pounds for the X5 M) drive like a smaller sport sedan. The newest twiddling opportunity is a by-wire braking system — yep, there’s no physical connection between the pedal and the stoppers — that’s decisively more linear and natural-feeling than the godawful brakes on the Alfa Stelvio. The brakes’ Comfort setting seems great for showing mercy to back-seat passengers. A Sport setting brings a noticeably more-aggressive braking map as the pedal spans its travel.

Shooting north, the scenery changes from Phoenix sprawl to forlorn trailer-park and RV country, then to Wild West backdrops of cactus and canyons. With a quick settings switch, the X6 M also switches personalities, hurtling toward the Prescott National Forest like an outlaw outrunning the hangman’s noose.

The 617-horse race leads me to the White Spar Highway. It’s 16 miles of adrenaline, with more than 100 cliff-hung curves teasing through stately pine forest. Roadside memorials pay homage to departed motorcyclists — including helmets and signed bike fairings — and testify to the need for caution. This BMW has other ideas. A press of the M Sound Control button dramatically transforms the V8’s character, even just off idle. A rich, chesty bellow fills the cabin, like a mechanical tympani played at amphetamine speed — the better to experience torque that peaks at 1,800 rpm and holds steady to 5,860 rpm, nearly 1,100-rpm wider than the previous version’s already-vast powerband. It’s a remarkable engine, as it should be for the price.

It’s also time to summon Track mode, which aims to maximize performance and minimize distraction. It disables driver-assistance systems and the center display screen, adds a bar-graph tach to the head-up unit, plus two more geometric tachs that wrap the driver’s screen. Its full arsenal unleashed, the X6 M flaunts that unholy power to clip 95 mph in third gear, and about 112 mph in fourth. Useful, complementary displays include tire temperature and pressure. My hot set-up was dialing steering to Comfort — the Sport setting feels needlessly stiff, with no attendant gain in feedback — the chassis and brakes in Sport, transmission in its snappiest setting, and the engine always, always in Sport Plus. Shutting down stability control lets me call up a Sport 4WD setting with even more rear bias, enough to let me flirt with pitching the tail wide. But for the most part, it’s nearly impossible to shove these BMWs off their sticky tires on public roads.

On a conquering descent to Prescott, I left-foot those M Compound brakes to better-balance the X6 M into corners. The new by-wire brakes shed speed with unerring might and surprising sensitivity, even as this mammoth rig rushes down steep grades. One of the best things about the X6 M? Despite the rigorous chassis control, the BMW still feels playful and rarely artificial, including a skosh of body lean and some squat under hard acceleration. It feels even more car-like and tossable than the previous-generation version, itself a commanding performer.

X5 M left; X6 M right

What’s not to like? Well, the X6 M, especially, could lose the tippy-toed stance, showing too much negative space below wheel arches. Should one care, these Bimmers are as gluttonous as ever at the pump, enough to draw a company-estimated $1,000 guzzler tax. EPA mileage is estimated to be 15 mpg combined for both, and over six hours behind the wheel, my own mileage confirmed the guzzler label. Sure, the White Spar Highway had something to do with that, but after briefly sniffing 20 mpg, the X6 M fell to 17 mpg, 14 mpg, and finally bottomed out at an indicated 11.8 mpg, before recovering slightly to 12.6 mpg on a highway run to Sky Harbor Airport.

You’ll also pay through the double-kidney nose, with the X5 M starting from $106,095 and the X5 M Competition $115,095. X6 versions add another $3,500 – yes, even though they’re about 20-percent tighter in maximum cargo space – so the X6 M Competition I drove started from $118,595 and reached $131,745 with options. A Porsche Cayenne Coupe Turbo, with “just” 541 horsepower, starts at just over $131,000, but soars past $160,000 when similarly equipped to the BMW.

It’s probably churlish to mention that a six-cylinder X5 starts just under $60,000, roughly half the price of these latest M versions. It’s not like the Gordon Gekkos of today’s world would care. If greed is good, speed is better, and with the BMW X5 M and X6 M, you get a wealth of it.

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Source: AutoBlog.com

Stolen hearse with body inside involved in L.A. police chase

According to KTLA in L.A., a hearse was stolen with a body inside of it and wasn’t apprehended until the next day. The driver of the Lincoln Navigator reportedly resisted arrest and forced a police chase before it crashed on one of the city’s major highways. The body was found undisturbed and was returned. 

A Navigator designed to serve as a hearse was parked outside a church in Pasadena, north of L.A. with two caskets inside. When the first casket was removed and taken into the church, the vehicle was left with the key inside. That’s when someone hopped in and drove off.

That was around 8 p.m. The hearse was missing until a member of the public reported it in L.A. at about 7:30 the next morning. When police caught up to the stolen hearse, the driver refused to pull over and initiated a chase. The pursuit ended on the 110 highway in a front-end collision that left the car mangled.

For more information, visit KTLA.

Source: AutoBlog.com

Cadillac CT5-V, XT6 and more power to the Subarus | Autoblog Podcast #616

In this week’s Autoblog Podcast, Editor-in-Chief Greg Migliore is joined by Consumer Editor Jeremy Korzeniewski to talk about driving the new Cadillac CT5-V, as well as the XT6. Then they discuss the news about the Subaru WRX STI and Subaru Crosstrek getting more power. Finally, they take the time to reflect on the Chevy Impala, which passes on into the annals of history.

Autoblog Podcast #616

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  • Driving the 2020 Cadillac CT5-V
  • Driving the 2020 Cadillac XT6
  • 2021 Subaru WRX STI getting more power?
  • 2021 Subaru Crosstrek getting more power
  • Saying farewell to the Chevrolet Impala


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Source: AutoBlog.com

KTM X-Bow GTX arrives suited for GT2 racing

A visual timeline of the KTM X-Bow would look a lot like a scientific metamorphosis chart. Since arriving more than 12 years ago, Austria-based KTM has released a number of road-going and track-specific models, each more radical than the one before it. Slowly, the originally roofless X-Bow has added more and more bodywork until it arrived as this, the new GTX race car. 

The GTX looks more like a fully-built race car than an X-Bow ever has. With a mid-engined layout, aerodynamic bodywork, a fully enclosed cockpit, and a gigantic rear pedestal wing, the GTX is designed to race in the GT2 class. KTM hasn’t announced full specs yet, but it says the new car will be about 2,200 pounds and will have more than 600 horsepower. Under the hood will be a 2.5-liter five-cylinder TFSi engine sourced from Audi Sport. Previous X-Bows only used four-cylinder engines.

The GTX advances the X-Bow racing program with learnings from the X-Bow GT4. KTM says the GTX is the first car that offers the combination of a homologated monocoque, a homologated GT cage, and a homologated advanced seat. Like the GT4, this vehicle was designed with KISKA and developed with Reiter Engineering. 

KTM plans to make the first 20 vehicles available this year. Once the car goes through homologation, it will join Audi and Porsche in the GT2 racing series. KTM is also planning a one-make cup series for the car starting in 2021. 

While the GT2 version will have more than 600 horsepower, the homologated GTX version will have around 500 horsepower. KTM will release more details with full specs, availability, and pricing in the near future.

Source: AutoBlog.com

These are the vehicles most likely to surpass 200,000 miles

  • Image Credit: Toyota

Longest-lasting vehicles in America

Americans drive a lot. Collectively, we put, on average, more than 13,000 miles on our cars each year according to the United States Department of Transportation. Because of this, a vehicle’s ability to travel long distances without major problems is a huge aspect to take into consideration when it comes time to purchase a new one.
It’s also worth remembering that keeping an older car on the road instead of trashing it and buying new can be considered an eco-friendly decision. After all, it takes a lot of resources to build a car.iSeeCars.com, a website that aggregates used car listings from all around the country, recently ran through the numbers on millions of vehicles that are currently on the road to determine which last the longest.Head through to see the vehicles that are achieving the 200,000 mile mark at a higher percentage than others. It’s important to note that while these are the vehicles that have stood the test of time up until today, we can’t guarantee future results if you decide to opt for one of these from a current model year.

  • Image Credit: Honda

10. Honda Ridgeline

% Of Cars Over 200,000 Miles: 3.0
The Honda Ridgeline is unlike every other pickup truck sold in America. It’s a unibody, not body-on-frame, and its all-wheel-drive system is based on a front-engine, transverse layout. All of that means that it drives more like a car than a truck.

Honda Ridgeline Information

  • Image Credit: GM

9. GMC Yukon

% Of Cars Over 200,000 Miles: 3.2
This is the first of the big SUVs from General Motors, but it won’t be the last you see on this list. There are many trim differences between the two SUVs, and, in the case of the Denali, a bigger, more powerful engine. These changes could account for the difference in ratings, however minor they may be.

GMC Yukon Information

  • Image Credit: Toyota

8. Toyota 4Runner

% Of Cars Over 200,000 Miles: 3.9
The Toyota 4Runner is a burly, highly capable off-road SUV that can double as a family hauler. It’s an example of why Toyota has been almost synonymous with reliability over the years with numerous models running past 200,000 miles.

Toyota 4Runner Information

  • Image Credit: GM

7. GMC Yukon XL

% Of Cars Over 200,000 Miles: 4.1
An even bigger version of the already hefty GMC Yukon, Yukon XL is a solid, comfortable and versatile vehicle. It’s an expensive SUV, sure, but the fact that so many of them are on the road after 200,000 miles means it might be a wise investment.
As was the case with the regular-size Yukon, it’s mechanically similar to the Chevrolet Tahoe and Suburban but slightly different, particularly in Denali trim, and therefore occupies its own spot on this list.

GMC Yukon XL Information

  • Image Credit: GM

6. Chevrolet Tahoe

% Of Cars Over 200,000 Miles: 4.1
The Chevrolet Tahoe is close to being the same exact vehicle as the GMC Yukon. As such, it’s not surprising to see the Tahoe join the Yukon that we already saw on this list of vehicles most likely to surpass 200,000 miles.

Chevrolet Tahoe Information

  • Image Credit: Toyota

5. Toyota Highlander Hybrid Hybrid

% Of Cars Over 200,000 Miles: 4.2
There are more SUVs on this list than any other type of vehicle, but the Highlander stands out as unique.
Says iSeeCars CEO Phong Ly, “The crossover Toyota Highlander Hybrid offers third-row seating to provide a more fuel-efficient alternative to traditional gas-guzzling family vehicles, and owners have the added incentive to keep the car on the road for longer to allow fuel savings to offset the added upfront cost of a hybrid model.”

Toyota Highlander Information

  • Image Credit: GM

4. Chevrolet Suburban

% Of Cars Over 200,000 Miles: 4.9
The Chevrolet Suburban is one of the biggest SUVs on the road today. It’s also one of the longest lasting, with almost five percent of listed Suburbans still in drivable condition after traveling more than 200,000 miles.

Chevrolet Suburban Information

  • Image Credit: Ford

3. Ford Expedition

% Of Cars Over 200,000 Miles: 5.2
The Expedition is a large, versatile SUV that quietly remains in Ford’s lineup. It’s recently had a major redesign, with a twin-turbo V6 EcoBoost engine replacing the tried-and-true V8. We’re anxious to see how those changes affect its long-term durability as the years pass by.
For those keeping track, the Expedition is the highest-ranked American vehicle on this list.

Ford Expedition Information

  • Image Credit: Toyota

2. Toyota Sequoia

% Of Cars Over 200,000 Miles: 9.2
This SUV looks and feels as big as the tree for which it was named. And, apparently, it has the same kind of longevity. According to the study, 9.2 percent of Toyota Sequoia listings have been on the road for more than 200,000 miles. That’s a big jump from the past eight vehicles on this list.

Toyota Sequioa Information

  • Image Credit: Toyota

1. Toyota Land Cruiser

% Of Cars Over 200,000 Miles: 15.2
The Toyota Land Cruiser is known all around the world for its durability and reliability. That’s why it so popular for long-distance expeditions through inhospitable terrain. According to iSeeCars, the venerable Land Cruiser is by far the vehicle most likely to surpass 200,000 miles.

Toyota Land Cruiser Information

Source: AutoBlog.com

2020 Ford F-150 Hennessey Venom 775 becomes tuner’s most powerful F-150 offering

Hennessey Performance has been upgrading Ford F-150s for years, both in V6 and V8 specifications. Its latest model, the 2020 Ford F-150 Hennessey Venom 775, has the privilege of being the most powerful example the company has yet to offer with 775 horsepower. In the current Hennessey line-up, the next most potent F-150s make 758 horses.

Hennessey doesn’t specifically highlight where the extra ponies come from, but it’s likely some small changes to tuning. We say that because the parts list for the powertrain is basically the same as the less powerful supercharged V8 F-150s Hennessey sells. Upgrades include a 2.9-liter supercharger, upgraded fuel system and injectors, an air-to-water intercooler, cat-back exhaust, high-flow intake and a tune using Hennessey’s engine management. Hennessey says it will get to 60 mph in 4 seconds and finish the quarter-mile in 12.1 seconds.

Besides engine upgrades, the Venom 775 gets suspension and braking changes. Front brakes are changed to Brembo 15.1-inch drilled rotors with six-piston calipers. The truck is raised six inches. It all rides on 20-inch wheels wrapped in 35-inch tires.

Visually, an off-road bumper with LED lights is fitted, along with custom graphics. Badging adorns each truck inside and out. There’s also a serial number plaque inside, and only 100 Venom 775s will be built.

The entire package costs $53,500 installed, plus the price of the truck. Available as options, which are shown on the truck in the photos, are power running boards for $2,950, a rear off-road bumper for $2,450, a hood with intake scoop for $5,950, and a leather and suede interior for $4,950. If it sounds worth it to you, you’ll need to get in touch with the exclusive dealer of this Hennessey F-150: Brown Lee Ford in Morrison, Tenn.

Source: AutoBlog.com

Ford ‘Baby Bronco’ prototype spied wearing new duds, brawnier tires

Ford’s upcoming “Baby Bronco,” expected to be named the Bronco Sport, is slated for a debut in New York just next month. Ford appears to be testing out a prototype in a new set of camo and some gnarlier tires, perhaps indicating that this is a more trail-ready variant of the small crossover.

This prototype, looking vaguely (and appropriately) like a Jeep Renegade, is camouflaged quite extensively. Sadly, between those coverings and its lower, smaller body compared to the midsize Bronco, we’re unable to see much of what is going on underneath. 

What we can see, however, is a set of Falken all-terrain tires, which appear to be a first for a Baby Bronco prototype. Previous examples have been caught wearing more street-friendly Pirelli rubber.

Based on these photos, it doesn’t appear that this variant rides any higher than the previous prototypes we’ve seen, though it’s tricky to compare given the differences in camouflage material and, potentially, tire diameter. 

We already know that the Baby Bronco’s tire size is similar to those utilized by Jeep on Trailhawk versions of the Renegade and Compass. These smaller Jeeps also make use of a fully independent suspension, with Renegade and Compass using strut-type suspension front and rear. The larger Cherokee relies on front struts and a multi-link rear suspension.

This is also a far less off-road-ready setup than what is found on the midsize (aka non-Baby) Bronco, which boasts a solid rear axle and independent front setup. Jeep utilizes solid axles front and rear on the Wrangler. 

Source: AutoBlog.com

The Chevrolet Impala through the years: 1958–2020

  • Image Credit: Chevrolet

Detroit-Hamtramck Plant’s final Chevrolet Impala

The Chevrolet Impala is officially dead. After nearly six full decades, one of Chevy’s best-known nameplates is being put out to pasture… again. GM will repurpose the Detroit-Hamtramck facility where it was built as an assembly plant for future electric vehicles, marking the end of one era and ushering in a new one. 
Join us as we take a look back at the big Chevy, starting from the beginning. 

1958 Chevrolet Bel Air Impala Sport Coupe

Impala was born as an upscale variant of the Chevy Bel Air. The name was introduced as part of a schemed to celebrate 50 years of GM vehicle production by creating top-trim offshoots with similar styling cues. This initiative gave birth to two other names that would go on to future production models: the Cadillac Eldorado Seville and the Buick Roadmaster Riviera.

  • Image Credit: Chevrolet

1959-1960 Chevrolet Impala

Only a year after introducing the new nameplate, Chevrolet went in a different direction. A new chassis underpinned the 1959 and 1960 Chevys; it was lower, wider, and bigger. The second-generation car was probably the earliest sign of what Impala was to eventually become. Per GM, the 2013 Impala was the last North American passenger car in the industry with an available front bench seat. 
It would be decades before the Impala we know today truly took shape, but this vestige of its roots remained almost until the end. 

  • Image Credit: Chevrolet

1961-1964 Chevrolet Impala

The rapid pace of change continued unabated into the early 1960s. 1961 represented yet another significant update, as the Impala got its first significant update after migrating to the GM B platform. The third-generation Impala was the first to wear an SS badge, which helped launch the nameplate into pop culture stardom. The Beach Boys were on board early with “409,” and there are plenty of references to third-gen Impalas in hip hop chart-toppers. What, you thought a six-deuce was a Mazda? For shame. ’64 was the final year for this generation. 

  • Image Credit: Chevrolet

1965-1970 Chevrolet Impala

As the 1960s cruised along, model generations started to elongate. The fourth-gen Impala ran from 1965 to 1970, and saw the end of the iconic 409 V8s. The big coupe wasn’t hurting for horsepower, though. This generation saw both the 427 and 454 cubic inch Turbo-Jet big block engines, both of which remain iconic today. 
This was the first generation of the Impala to overlap with the smaller Camaro, which was introduced in 1967. Sales were also cannibalized by the smaller Chevelle (also available with big-block options), the Caprice, and sister brand Pontiac’s GTO, as enthusiasts began to favor these better-performing models. 

  • Image Credit: Chevrolet

1971-1976 Chevrolet Impala

The 1970s were challenging years for the U.S. auto industry. While the Impala remained Chevrolet’s top-selling model throughout its fifth generation (1971-1976), both its performance and its volume slacked as the decade dragged on. 
There are some highlights, however. As safety standards and emissions began to enter the public consciousness, GM began experimenting with new technology. This was the first generation of the Impala to be fitted with airbags. It was also the last to be fitted with the Turbo-Jet 454. 

  • Image Credit: Chevrolet

1977-1985 Chevrolet Impala

For 1977, the sixth-generation Impala got smaller, slicker, and more efficient. This generation bore the brunt of the mayhem inflicted on Detroit by the mandate of emissions controls, along with waning support of domestic manufacturers by a fickle public eager for more fuel-efficient, compact options. The largest engine offered in this generation was 350 cubic inch small block; it was also available with a diesel. We try not to talk about that fiasco. 
At the end of its eight-year run (the longest of any Impala to that point), GM decided Chevrolet couldn’t sustain two full-size nameplates. The Caprice, which was the higher-end full-sizer, was spared the axe. Thus, after the 1985 model year the Impala was killed off. 
It wouldn’t be the last time. 

  • Image Credit: Chevrolet

1994-1996 Chevrolet Impala

Our story leaps ahead nearly decade. The Caprice is Chevrolet’s full-sized sedan du juor, and Chevrolet is eager to revive its performance nameplates on the B platform. Rather than simply introducing a hotted-up Caprice, GM decided to bring back the Impala. 
A Caprice in everything but name, the 1994-1996 Impala SS was effectively a halo sedan for General Motors. It boasted legitimate performance credentials thanks to a standard Corvette-sourced 5.7L (350 ci) V8 and a limited-slip differential. It also sat lower than the Caprice and was fitted with a beefed-up suspension. A Callaway-tuned SS was offered with more than 400 horsepower. Sadly, the factory SS’s detuned 5.7L made only 260. 
This is one of the shortest-running generations of the Impala, and it was also capped off with yet another moment of bitter finality: In December, 1996, GM axed the entire B-Body lineup, ending its legacy of full-size, rear-wheel-drive sedans under mainstream nameplates. 
Stop us if you’ve heard this one, but GM axed the Impala, Caprice, and Roadmaster to make room for — wait for it — higher-margin SUVs. 

  • Image Credit: Chevrolet

2000-2005 Chevrolet Impala

In 2000, GM revived the Impala nameplate yet again, this time on a large front-wheel drive platform. It was offered with various V6 engines throughout its run, but never a V8. It was fairly anonymous, and if it hadn’t been outfitted as a police vehicle, it probably wouldn’t have ever landed on any enthusiast’s radar (sorry). 
While it bore the Impala name, the sixth-generation car was really no more than a Lumina with a new badge. It was a meager gesture for a forgettable car. 

  • Image Credit: Chevrolet

2006-2016 Chevrolet Impala SS

In 2006, GM redesigned the Impala on an updated W platform. It got a bit larger, a bit nicer, but not really any more exciting to look at. It also served as one of the most unlikely foundations for a performance line in GM’s history. 
Yes, the SS returned, and yes, it had a V8 shared with the Pontiac Grand Prix GXP. The only problem? Both were front-wheel drive. Chevy shoehorned a 303-horsepower 5.3L small block between the front wheels, which wore wider rubber than the rears so they could pull double duty as both propulsion and steering implements. 
The SS lasted only through 2010 — probably longer than it should have, given the fuel prices of the pre-recession 2000s — and the base car survived until 2016, overlapping with the 10th-generation car for two model years as a fleet-only offering. 

  • Image Credit: Chevrolet

2014-2020 Chevrolet Impala

2014 marked the introduction of the tenth — and perhaps truly final — generation of the Impala. Offered with both 4- and 6-cylinder engines (and not as an SS variant), the most recent Impala didn’t share a whole lot with its distant ancestors, but it was a pleasant, comfortable, reasonably efficient cruiser capable of holding four adults in comfort. 
But sadly, that’s not enough for today’s consumers. The Detroit-Hamtramck facility may be slated to produce electric cars, but that’s not what killed GM’s full-sizer; crossovers did. As in 1996, GM is looking for profit, and it’s found in bigger, taller, longer, heavier, less-efficient SUVs. 
And so, we say “so long” to Chevrolet’s on-again, off-again staple full-size sedan, at least until its time comes again. 

Source: AutoBlog.com