The Chevy Impala SS and Mercury Marauder are classic American sleepers
For a beautiful time in the 1950s, ’60s, and ’70s, automakers had imagination, family cars looked stunning, and if you had the extra coin, you could spec them with some real power under the hood.
Fast forward to the 1990s, and most of the excitement had long since left the family-hauling slice of the new-car market. We were in full transition mode, from an era of boxes on wheels to one of jellybeans on wheels. Sure, there were still fun cars to be had, but most of them weren’t exactly practical to own and drive on a daily basis.
As the decade came to a close and SUVs and crossovers replaced full-size cars as family haulers, there were still a few holdouts roaming the streets—big, V-8-powered, rear-wheel-drive machines. Your Grand Marquis, Crown Victorias, and Caprices, even the Roadmaster. They came with a live rear axle and enough room for the family, and they made for perfectly boring commuter cars.
Though the segment slowly died out, two platforms soldiered on—the GM B-body and Ford’s Panther. Both sported underpinnings dating back to the late 1970s, with enough design changes and drivetrain updates over the years to keep them relevant. That said, enthusiasts and people who remembered big-bodied performance from decades before weren’t paying much attention to either platform.
Then came two swan song specials. Today we owe some thanks to those performance die hards within the industry who took two of the blandest family cars on earth and turned them into a duo we never asked for but needed so badly: The Chevrolet Impala SS and the Mercury Marauder.
Chevrolet Impala SS
General Motors gave the full-size B-body a total redesign in 1991. Visually, the changes were night and day, with the old sharp-edged boxy body giving way to a whale on wheels. But that’s where the differences ended. Underneath, the chassis remained nearly identical to the one introduced in 1977. A year later, however, that would all change, when Chevrolet introduced its Impala SS concept at the Detroit auto show. The brainchild of designer Jon Moss, the concept took a standard Caprice, blacked out all the trim, and stuffed a 510-cubic-inch V-8 engine under the hood. By 1994, the first Impala SS production cars were rolling off the assembly line, 25 years after the name had been canceled.
As with any production car, the final product was different from the concept. The big-block was replaced by the powerful-for-the-time 350-cubic-inch LT1 V-8, which made 260 hp. An upgraded suspension came from the 9C1 package used for police cars, a limited-slip differential was installed, and the rear brakes were upgraded to discs. Exterior designers did the best they could with what they had to work with, which simply meant a total lack of chrome, a set of big five-spoke wheels, and a lowered stance. It was all just menacing enough.
Performance was decent for the time, with 0 to 60 mph coming in around 7 seconds—not too shabby for a two-ton monster. By today’s standards, of course, such a figure can be achieved by most daily drivers. But in the context of the era, it was some feat. Sales topped 69,000 units in just three years of production.
These Impalas are relatively robust cars. That’s the benefit of that tried-and-true chassis. In fact, the biggest gripes are common to the LT1 engine. The Optispark ignition system sits under the water pump and can be problematic—and difficult to replace. By this point, however, most cars with the issue have already had it addressed with upgraded parts. The only other glaring issue is the car’s interior, as GM interior quality from the 1990s is not great, and the leather upholstery wears quickly. A low-mile, low-use example is the best way around this issue; otherwise, an interior refresh might be in the cards.
Mercury Marauder
Based on the fourth generation of the Ford Panther platform, the Mercury Marauder follows a similar trajectory to that of the Impala SS, which preceded it by a decade. The Panther is another full-frame, full-size, rear-wheel-drive platform dating to the late 1970s. Much like the GM B-body, it was also popular for underpinning full-size commuter cars as well as fleet and police cars.
The Marauder made its first appearance at the 2002 Chicago auto show as a concept car sporting a supercharged 4.6-liter V-8. Sadly, like the Impala SS concept, the Marauder would be toned down somewhat when it entered production in 2003. Similar to the Impala SS improvements, the Grand Marquis–based Marauder came with a monochromatic paint scheme, an upgraded suspension from the Crown Victoria’s Police Interceptor package, and a stronger driveline.
Output was rated at 302 hp, thanks to the four-valve 4.6-liter Modular V-8 also used in the Mustang Mach 1. The rear axle had a 3.55:1 ratio with a limited-slip differential, versus the Impala’s 3.08:1, and the Marauder tipped the scales at 4200 pounds. It made the sprint from 0 to 60 mph in 7.5 seconds, half a second slower than the Impala, despite having the horsepower and gearing advantage. Unfortunately for enthusiasts, the Marauder was canceled after just two years and production of just over 11,000 cars.
Reliability isn’t an issue in these cars. Like the Impala, the Marauder sits on a proven platform, so serious issues are not common. Most problems center on issues common to the Ford Modular engine—coolant leaks and misfires due to compression loss. As with the Impala’s LT1, by this point, such issues have likely been addressed. Other reported pitfalls have to do with blistering paint and headlight malfunctions.
What’s the market for these cars?
Digging into who is buying these cars yielded some surprising results. Being so similar in styling and purpose, it would be easy to assume that both cars have the same type of buyer. That’s not the case. We found that the overwhelming majority of Impala SS owners are Gen X, while Baby Boomers prefer the Marauder, with a nearly equal amount of interest in both cars from Millennials. It is also worth pointing out that with more than six times the number of Impalas produced, there is far more activity surrounding the Impala.
Values, however, are neck and neck, with the Impala being the slightly more expensive option. A #2 condition (Excellent) Impala SS will run you under $30,000, while a driver-quality #3 (Good) car is still in the mid-teens. Looking at the Marauder, a #2 condition (Excellent) example will cost a hair over $20,000, while a driver-quality #3 (Good) car can be had for around $12,000.
All things considered, this is a lot of bang for the buck to get into a collector car. Granted, by today’s standards, each looks far more badass than they are fast, but both were considered legit performance cars of their time, and they will still turn heads. Even when you’re just out running errands with the family.
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I bought a new 95 SS in Dark Cherry Metallic. The last 3 serial numbers were 650. I bought the SS at invoice price for about $22K new. I drove it for 5 years and traded it in for a 2000 Suburban. It had about 40K miles at trade time. The only reason I sold the SS was the main rear seal was leaking and the 5 spoke wheels were losing their clear coat from too many washes. The dealer gave me $25K for the SS after 5 years of ownership. I really liked the SS. It was a cruiser.
“Values, however, are neck and neck, with the Impala being the slightly more expensive option. A #2 condition…Impala SS will run you under $30,000…Looking at the Marauder, a #2 condition…example will cost a hair over $20,000…”
Not sure why the author thinks that ~ $28,000 and ~ $20,000 values are “neck and neck” when the cars’ #2 values are so far apart to the tune of the Impala being a full 40 percent more. Must be the new math…
Grand Marquis and Marauder were great looking sedans. Maybe I missed any comments about the Ford Crown Victoria which was same car as Grand Marquis but with slightly different trim. I couldn’t stand the looks of the ’96 Caprice but the SS’s wheels and subtle body differences made all the difference in the world.
Just my humble opinion, but after owning and driving a 1965 Impala SS (that I bought in 1978 at Torrejon Air Base, Spain for $325 from my supervisor), I thought the newer Impala SS was as much an insult as the newer Crown Victoria was to the ’55 & ’56 Crown Vics. Neither newer cars were anywhere near the same class as their true name sakes.
I am non-plussed over the same jellybean styling of today’s cramped vehicles that are virtually indistinguishable from each other in profile. I do not think that 0 to 60’s acceleration times are a big plus as I drive within the speed limits and do not compete with aggressive drivers for position. I also do not like sitting with my knees higher than my rear and confined with nearly useless seatbelts that make long trips very uncomfortable.
Among the innumerable cars that I have owned (and driven), I number a Chrysler New Yorker, Mercury Grand Marquis, Cadillac sedan DeVille, all of which I loved for seating comfort and pleasure in driving. They all had quite poor MPG’s but that was a worthwhile tradeoff for the comfort and somewhat prestige.
I love it Chevy vs. Ford. What is back when I was in grade school. This is the best Haggarty can do this week!
BTW Chevy eats Fords or is the other way around. Jr. High Fun,
A dark colored 1940-41 Buick Century or Roadmaster with rare optional 3.6:1 “economy rear axle” in place of usual 3.9 rear cog, or 1940-47 Packard Super-8 One Sixty or Super Clipper with overdrive.
Any Railton 8 saloon or ’33 Terraplane Eight sedan.
I did a lot of experimentation with mods on my 1st 1995 Impala that I drove 150K miles.Before any modifications , I spun the car 360degrees one evening on a damp road. Stock car is very tail happy.Scared me big time! After that, added hotchkiss sway bars, front control arm polyurethane bushings,9C1 body to frame bushings and the best mod for traction control was replacing the rear upper and lower trailing arm bushings with polyurethane.Amazing! I tested it alright.Almost lost it again when I went around a left corner at 55mph without my foot on the brake. It traveled around that corner like it was on rails. The problem was I couldn’t stay in the driver seat and ended up on the center console sandwiched between both buckets with my left hand barely holding the bottom of the steering wheel.These cars have amazing suspension control during evasive maneuvers ,hard acceleration, even on wet roads with the right suspension mods. I was on a 55mph 2 lane road in the pouring rain. A Malibu with shoddy tires coming at me lost control and was sliding sideways. Fortunately, there was no-one behind him. I did a quick S maneuver in the rain to avoid hitting him. My suspension mods saved me. I would have lost the car and possibly my life if the suspension was all stock.
I had a 1990 Ford Thunderbird Super Coup. One of the best cars I ever had, if Ford made them again I’d be first in line to buy one. Comfortable, fast and practical with the back seat being able to fold down.
Cookies are an invasion of privacy. The net is dangerous as it is.
These cars are just like all the other cars today. They have too many doors! More than two doors is too many! I would have loved it if either Ford or Chevy would have made a coupe version of these cars. I would have probably bought one of each. Yes, you can tell I’m an old guy that grew up with the beautiful coupes and convertibles of the 60’s. I just never think of a 4-door sedan as being “sporty.”
Now if we are talking sleepers,you would be lucky to see a Marauder and most of the hotter Chev SS Impalas seem pretty modified to get “it ” done. Let’s talk stock like my High school friend Harvey Dan’s 1964 Impala wagon. A wagon stock but equipped like no other. Mr. Wright the neighbor and owner. Stated” It’s a serviceable car boys buch gotta run hi test inner” Factory 4 speed Muncie “rock crusher” or similar, column mounted tach and under dash ga cluster. Killer 4.18 rear end or similar. Bald “snow grips” but 327 w/hi po 350 hp “vette heads” provided all the go it would need. “Micky Mouse kit ” points and silver chrome dist cap completed the dress up department. A broken rear stabilizer bar was the suspension mods. A 100 dollar bill and the “wagoon” was procured. Never forget it. The 327 finished its life in a 67 Chev pick up . We local “title for title” raced against other more sporty steeds but the wagoon with trailer towing package (even had a hitch) was heavy in the friday night win column. That’s a sleeper folks….especially after it finished off 442’s,multiple Mopars and a 390 Mustang or two. I mostly have had German cars in my life too any to recall and my son has a hot rod AMG V8 that is way too fast. I really don’t like Chevies or Fords to own one but the “wagoon ” has a soft place in my heart.
Been owning a dark gray 03 police interceptor ,performance this 4.6 to 325hp,mild custom body & paint with marquise interior parts and Lincoln navigator console. Marauder side lights, aluminum wheels eliminated at least 170lbs.240,000 miles and she still lays rubber and slams you at 60 to 115 in seconds. Looks bitchin. Yes bragging rights Love this ford and I was a Chevy guy for decades still own 2 Classics Old’s H/O.& Buick 76 Indy
Neither was quick but they were fun. I still remember racing an Impala SS with my Eclipse GSX and just slowly pulling away from it.
I have owned a 2001 Mercury Grand Marquis for 22 years. It has 230,000. Never had any serious repairs. Drives like a new car. So much more attractive than these boring SUVs. My other car is a 1974 Cadillac Fleetwood in black which I have owned for 33 years. Beautiful looking car and a real pleasure to drive.