The coolest V-8 sedan of the ’90s is less than $20K
By the 1990s, the full-size, rear-wheel-drive, American family sedan was an endangered species. The automotive industry had embraced front-wheel drive due to the layout’s advantages in efficiency, cabin space, and manufacturing costs. Accordingly, cars like the Ford Taurus, Honda Accord, and Toyota Camry had almost completely taken over family-hauling duties. Chevrolet’s redesigned Caprice Classic was one of the few rear-wheel-drive holdouts in 1991, but it was a slow seller that appealed only to fleet buyers and traditionalists.
Jon Moss, the head hot-rodder of GM’s Specialty Vehicles Group, was tasked with reinvigorating the Caprice. His solution was simple: Put a big engine in it, make it look cool, and revive an iconic nameplate. A 260-hp version of the Corvette’s LT1 V-8 engine was added to a 9C1 police-package Caprice, and the 1994 Impala SS was born. The trim was painted body color, the hood ornament was removed, five-spoke wheels were fitted, and a BMW-like kink was added to the rear-most pillar. Black was the only color available. “Lord Vader, your car is ready,” the ad copy went.
It was an instant hit. Chevy sold more than 69,000 examples during the car’s short three-year production run and didn’t see the need to change much on the Impala SS. Two new colors, Cherry and Dark Green, were offered in 1995, but most buyers still went with black. The 1996 model received full analog instrumentation and a console-mounted T-handle shifter, as opposed to a column shifter.
If you’re in the market for an Impala SS, beware of clones. It’s not difficult to convert a regular Caprice to SS spec. Look for WX3 on the Service Parts Identification located in the trunk to verify if it’s the real thing.
Mechanically, the Impala SS is pretty stout, but there are a few things to look out for. Opti-Spark, the LT1’s optically triggered ignition distributor, can fail, and replacement is labor-intensive. The four-speed automatic transmission—4L60E in GM speak—has a mixed reputation. Failures seem to happen north of 100,000 miles or with prolonged hard use. Owner Mike Reily grenaded the 4L60E in his Impala at a track day. Instead of replacing the autobox, he swapped in the six-speed manual transmission from a contemporary Camaro. “Jon Moss let me drive the GM Specialty Vehicles 1994 six-speed prototype Impala SS in 2001 at the Dreamapalooza car show,” he explained. “At that point, I knew I needed to do the manual transmission conversion.”
Unmodified Impalas are worth more to collectors, but Reily is probably having more fun in his car. Rowing through the six-speed’s gears is immensely delightful, like giving the torquey V-8 a firm handshake. Even with its sport-tuned suspension, the Impala SS is not light on its feet. You are always aware of how substantial this 2-ton behemoth is when you pitch it into a corner. Not to say that the SS won’t stick to the road—Car and Driver reported an impressive-for-the-time 0.86 g figure in its skidpad test.
GM unceremoniously killed the Impala SS at the end of 1996, when its Arlington, Texas, assembly plant was retooled for SUV production. But the cars have enjoyed a cult following. It turns out Americans think a big rear-wheel-drive sedan with a big engine is still a timeless recipe for cool.
1996 Chevrolet Impala SS
Engine: 5.7-liter V-8
Power: 260 hp @ 5000 rpm
Torque: 330 lb-ft @ 3200 rpm
Weight: 4036 lb
Power to weight: 15.5 pound/hp
0–60 mph: 7.0 sec
Price when new: $24,405
Hagerty #3 (Good) condition value: $13,900–$19,800
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This article first appeared in Hagerty Drivers Club magazine. Click here to subscribe and join the club.
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The plastic cladding so common on GM cars if this era really didn’t hold up. The cars ended up with a cheap look and poor fit, when the frame was largely a carry over B-body. The LT1 based engines (4.3 V8 and 5.7 in Caprices) suffered some reliability issues associated with the opticspark system.
The SS was a nice final send off to a car that was marked for death. Ironically, aside from Trucks and some SUVs, GM has struggled to make contemporary relevant cars since the early 80s. A few hits here and there, they just can’t seem to find a corporate voice.
After owning multiple years over quite a long time, the reliability issues had little to do with the Optispark distributor as many believe. The distributor usually lasted over 100k without a cap or rotor replacement, more than can be said for an HEI. In general, the car really just wants consistent maintenance. Neglect is rewarded with odd failures and weird issues. But, the biggest failure point IMO, is the cheaply made water pumps. Water pump issues are the biggest cause of Optispark problems too, as it pours water all over the distributor when it goes. Not a big deal if you catch it early and or have a well-sealed distributor.
After nearly 30 years, the community has identified and solved nearly every problem with these cars. I daily a 96′ LT1 Caprice, it’s been very reliable too, with 282k miles on the clock.
A big problem that’s much harder to fix the cheap, 90s GM interior quality. That, most folks just live with.
Agreed. Well written reply.
After owning multiple years over quite a long time, the reliability issues had little to do with the Optispark distributor as many believe. The distributor usually lasted over 100k without a cap or rotor replacement, more than can be said for an HEI. In general, the car really just wants consistent maintenance. Neglect is rewarded with odd failures and weird issues. But, the biggest failure point IMO, is the cheaply made water pumps. Water pump issues are the biggest cause of Optispark problems too, as it pours water all over the distributor when it goes. Not a big deal if you catch it early and or have a well-sealed distributor.
After nearly 30 years, the community has identified and solved nearly every problem with these cars. I daily a 96′ LT1 Caprice, it’s been very reliable too, with 282k miles on the clock.
A big problem that’s much harder to fix the cheap, 90s GM interior quality. That, most owners just live with.
I actually had a first year (1994) that was a super reliable ride that I frankly drove “like I stole it” for most of its 254,000 miles before passing it on the the next owner – who then got rid of it. When I say “drive it like I stole it” I’m being honest- did more than three track days with it at Moroso Motorsports Park, entered a burnout contest- and melted down the Optispark at that one- and did the usual maintenance- changed the oil every 5000 trans fluid and filter every 25000 and diff at the same interval. Yes the trim on the interior was not the greatest and it was a bit of a boat in the handling department, but was it a hoot- YES INDEED!
I prefer column over console shift any day . Rode in one once, spacious interior, smooth ride. Would probably look nice lowered 1 or 2 inches, headers, true dual cherry bomb exhaust.
Bought a dark cherry 1996 as a retirement from the military gift to myself. The internet was now viable and enthusiasts were sharing their modifications stories, and there was much to improve. The car definitely had presence and cool. Enjoyed mine but went the C6 Corvettes arrived I got good money trading it for a Vet, which I still own
I’ve had my 95 for over 25 years. It went to England (where it barely fit on the B roads) and Germany (where it chased a VW Golf 16v at just over 150mph) I’ve got 135000 miles with the original engine, trans and rear-end. If you do your maintenance the car is awesome. Never left me on the side of the road! Now she’s a highly pampered show Queen for the Saturday night cruise crowd. Do you know how many dead bodies I could get in that trunk????
Lucky man to survive 150 in an SS. Same spec (LT1 and 9C1) slick top squad I drove (admin car, no extra equipment to weigh it down) topped at 137 (Michigan State Police test got 139) but was so squirrelly at that speed I shut it down. Maybe the little lip spoiler on the deck lid of the SS made the difference but the rear end got so light on my squad that I couldn’t keep it in one lane.
Bet you could buy them all up and no one would ever miss them
It’s always nice to see a positive spin on the conversation here. Bet you are a ball at parties……..
You’d be surprised how big their following is still today. Many folks, me included, would notice and be very sad.
Gary, my buddy bought the dark cherry color with the tan interior brand new it’s still in his garage I’ll bet it doesn’t have 5000 miles on it. He passed away five years ago. Nobody wants to sell it obviously they feel it’s worth a lot of money or it’s a collectors item. I’ve tried and gotten nowhere.
Yech, always one of my issues with GM, and I owned 13 new ones, in a row. Why did they think red and beige go together? Yet, they would not offer that Cherry Red with a grey interior. Who wears red and kaki, unless you work at Target? And, those beige carpets are a delight to try and keep clean. Still thought the car was cool, but 260 hp in that beast is just barely acceptable, not a racer.
I guess they were one of those cars that you either loved or hated. I didn’t like them when they were new and don’t like them now.
Except the haters, like you.
Don’t hate just because you can’t afford it.
I would love a vintage Impala, but alas, I have nowhere to put one (and a wife that would divorce me if I bought one). Watch the value of these beauties skyrocket in a few years, just like station wagons have.
Try to find one, I see a few black ones around from the first year, but try to find a different color with the bucket seats T type shifter console forget about it. Keep dreaming I’ve been looking for years.
I’ve got one I just picked up two weeks ago. Keep looking they are out there
The Mercury Marauder was a better product with more power and newer styling.
I SECOND THAT. That year Impala was super ugly at best and the Marauder topped it big time
Wasn’t there a crown Vic variant of the marauder
…but the Marauder didn’t come out for another 8 years after this Impala SS. So I would hope it was a better and more stylish product. Ford/Mercury had nearly a decade to bake a better cake with the same recipe.
Marauder was not until the next century, so not a direct competitor then. More rated HP or not, mag tests of the 2 cars showed the Marauder to be slower 0-60, about a half-second on average. Maybe easier now to add power to the LT1 than the Ford DOHC Modular V8, but I am no expert on that.
Nice car, but the Chevy had more power and better throttle response. The Chevy was the racer, marauder was the showboat.
Still, at the end of the day it looks like Chevy…which means Taxi or cop car looks and interior materials.
Sorry to sound like a snob, but for the past 50 years GM has been destroying its reputation…so don’t blame me, I’m a product of my environment. 🙂
Still ran like a raped ape. And that’s what counted. But I definitely agree with you on the interior materials for chevrolet.
One of my biggest regrets was giving up a 1994 Caprice Classic (140000 miles, paid $2200) in our “clunker” government program to destroy ALL “gas Guzzlers” for a $4000 fee. It had a police interceptor V8 that would cruise at 100 mph all day. The AC would blow you out of the car. I had bought it in Everett WA as local transportation while on a temporary job at Boeing Aircraft in Everett. Was a trade-in for a Subaru. A low rider guy tried to buy the interior from me – it was immaculate. At end of job, I made a last minute decision to drive it cross the USA to home 20. Wife flew out and we made that trip a vacation odyssey, hit all the spots, Wall Drug, Cody. Montane, Sturgis, Yellowstone, etc. Best trip ever. I knew that Caprice was worth more than $4000 – but had no buyer, crushed – no way for a good car to go.
Now GM sells 1.2L 3 cylinders.
I have a 1968 SS427 Impala that I special ordered from Dana Chevrolet, January 1968. I still have it. My plan was to buy a 1998 SS Impala so I would have a 30 year spread between the two. Unfortunately, GM didn’t give me the opportunity to do that!
I bought my cherry color 1996 Impala new, and still have it. Only 55,000 miles on it. Great highway cruiser. It is more comfortable and fun to drive than my F 150 Lightning. The only major maintenance issues were a fuel pump failure and an intake manifold vacuum leak that took some time to find.
Had a 94 Caprice LT 1. I saw the dual exhaust and had to buy it. A little exhaust and intake work and a notably different car. Comfortable and fun.
I would put my $20,000 towards a purchase of a 2014-2017 SS (Holden) with a 6-speed transmission. Each to his/her own, but I like the cleaner look and a black one would make Darth Vader jealous
Trouble is, the 2014-2017 SS prices have gone up, often beyond new MSRP, and seem unlikely to come down soon.
Big, heavy, slow, loose fits, ugly, and ill handling (not to mention the wrong color). Not good for canyon roads where I live (is big, drives big). ‘Drove one when it first came out and decided to stick with my Mercedes C280 (faster, better handling, better mileage) and still have it after 200,000 miles, original mechanicals intact. I don’t think that the Chevy would make it that long.
I was hoping that the SS was going to be a better car, but my test drive was just one big “meh”. Just another fat ass American sedan.
When the CTS-V came along, with a 6 speed, in a handier size and more sophisticated chassis, that was the car that I wanted.
apples to oranges
Man, all the stereotypes in one post.
C-class are for common people;
E-class for Everyone;
And only Special folks get an S-class.
C280…lol
Well, it helps when you know how to drive the car, rather than let the car drive you.
Imagine how cool a 2-door would have looked……
I agree, should have been a two door option with at least a five speed manual. Just like the old SS Impala.
The 1995 ElCamino SS concept really was a pretty good looking throw back……..too bad no SS Long Roof or 2 door. Still a lot of interest in these up here in Minnesota.