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Friday, March 28, 2014

2014 BMW 4-series





PRICE : For 2014 BMW 4-series $40,500




Tantalized by the 2014 BMW 4-series, but hesitant to put money down on the 3-series coupe replacement until you've had the chance to pore over a complete list of options packages? Once you've worked your way through the pricing guide below, you'll have no excuse not to head to your local BMW dealer. The online configurator went live a few months ago, but this is perhaps the most straightforward and easily digestible pricing breakdown so far.

At the low end of the pricing spectrum is the 428i coupe. Equipped with a 242 hp, 2.0-liter turbocharged inline-four engine, this base model starts at $41,425 including destination and handling fees. Stepping up to the all-wheel drive 428i xDrive coupe bumps the price up to $43,425.

Inline-six powered versions are, as one might guess, a little more spendy: Adding two cylinders adds $5,500 to the base price, with the turbocharged 3.0-liter I6-powered 435i and all-wheel drive 435i xDrive costing $46,925 and $48,925, respectively.Manual transmission die-hards take note: 428i, 435i and 435i xDrive cars can be had with a six-speed manual. Otherwise, you'll be driving with an eight-speed automatic.

Adding options will quickly inflate those base prices. The M Sport package, for example, adds $3,500 to the 428i and $3,100 to the 435i and opens up a world of alloy wheel possibilities while adding sport seats and bumping limited top speed upward. The technology package isn't cheap at $3,150 but adds a heads-up display, a navigation system with touchpad and more.

Select a few of these packages and you're looking at a $60,000 sticker price.

German cars being what they are, we could go on listing various options packages and prices until the heat death of the universe; our rapidly fading memories of college statistics courses suggest that there are approximately 60 trillion interior/exterior permutations available to the prospective 4-series buyer.

If you're looking to replace your now-outdated 3-series two-door, we suggest pouring a stiff drink before diving into the dizzying 4-series pricing guide below.



EXTERIOR














When compared to the model it replaces - the 3 Series Coupe - the new 4 Series Coupe is larger in width and wheelbase, making it more aerodynamic and dropping it lower to the road.

Most of the exterior is borrowed from the 3 Series sedan, including the double-kidney grille, twin circular headlights and the large air intake in the front apron. Still, for the 4 Series Coupe BMW BMW opted for a sportier appearance and added air breathers, positioned behind of the front wheel arches, to reduce aerodynamic drag.

The side profile of the 4 Series Coupe does hark back to the 6 Series. If you were to put the 4 Series and 6 Series side by side with serious backlighting, it would be pretty difficult to differentiate between the two silhouettes. This 6 Series-like look, adds a level of elegance to the 4 Series that makes it an upgrade over the outgoing 3 Series Coupe.

On the rear end, the taillights will feature the customary BMW L-shaped design and a newly designed rear spoiler. The rear is where we sort of lose our excitement of the 4 Series, as it is way too much like the 3 Series rump.



INTERIOR










The 4 Series might be new, but the cabin is all 3 Series, with a classy design and premium materials. The company's classic analog gauges provide a historical link with BMWs of previous decades, while the Luxury, Sport and M Sport give you plenty of leeway to customize the cabin to your taste.

In terms of technology, the basic 6.5-inch display screen is adequate, but you'll want to get the larger, optional screen for a true, luxury electronics interface. This year's iDrive system has been updated slightly, with the most noticeable change being a touchpad on top of the controller that can be used to hand write inputs using your finger. Overall, iDrive is pretty easy to use, thanks to straightforward menus, crisp graphics and quick processing times. But compared to some rival systems, it typically requires a few more twirls and clicks to get what you want.

Behind the wheel, a lower seating position than the sedan helps add to the sporting persona of the BMW 4 Series. The front seats are very supportive and comfortable and good both for long road trips and spirited driving. Compared to the previous-generation 3 Series two-doors, there is also more room all around, particularly in the rear where there's an impressive amount of legroom and enough headroom for average-sized adults. The 4's trunk is also pretty roomy. The convertible is slightly less, but even with the top retracted you'll still have a reasonable amount of space.



SPECIFICATION



► Year:2014
► Make:BMW
► Model:4-Series
► Engine:inline-4
► Transmission:Eight-Speed Automatic
► Horsepower @ RPM:240 @ 5000
► Torque @ RPM:255 @ 1250
► Displacement:2.0 L
► 0-60 time:5.7 sec. (Est.)
► Top Speed:155 mph



FEATURES












The BMW 4-Series comes in Coupe or Convertible body styles, with rear- or all-wheel drive, and with a choice of four- or six-cylinder engines and six-speed manual or eight-speed automatic transmissions. Prices range from about $42,000 for the base 428i Coupe to just less than $50,000 for the all-wheel-drive 435xi. Convertibles are priced from just below $50,000, and can be configured beyond $60,000.

Just as it does on the 3-Series sedans and wagons and hatchbacks, BMW groups the 4-Series into trim lines also, giving buyers a choice of M Sport, Sport, and Luxury themes. All come with the usual Bluetooth activity, power windows/locks/mirrors, and climate control. The Luxury package adds upgraded leather in the cabin, a choice of three interior wood trims, unique color combinations, and exterior high-gloss chrome accents. The Sport line replaces the chrome with high-gloss black exterior cues, red-stitched leather in the interior, and red highlights in the instrument cluster, among other upgrades. The M Sport line gets a unique M aerodynamic kit, an optional exclusive Estoril blue exterior color, Shadowline exterior accents, an anthracite headliner, sport seats, and M-themed interior details.

The 4-Series Convertible's folding hardtop can lower or raise itself in 20 seconds, at speeds of up to 11 mph. BMW says it's fitted the folded top more effectively into the trunk this time, retaining up to 7.8 cubic feet of storage space when the top is down (or 13 cubic feet when it's up). A fold-down rear seat extends the usefulness of the trunk--and on the less practical side, BMW also fits a standard windblock, three-setting neck warmers, and more sound-deadening materials for a longer driving season and for a quieter ride than in the former 3-Series Convertible.

Other major options on the 4-Series include a color head-up display; active cruise control; a collision warning system; and a sport suspension and sport brakes with blue calipers, the latter as upgrades to the M Sport package. 

The optional navigation system is governed by the latest version of BMW's iDrive, the roller-controller system that's now flanked by a host of buttons, augmented by voice controls, and layered with a touch-sensitive surface on the controller that lets drivers write out text such as addresses with a fingertip. It comes with real-time traffic data, and can be teamed with a data subscription that adds Google search capability. It's a system that's grown many override layers to the original, austere version that relied only on the knob--and lots of spinning and clicking--but it's still a maze of functionality that takes a few weeks to truly understand and customize.

► Navigation system : The new generation of the Navigation System Professional impresses with its new design and optimised operating system. It has a significantly greater breadth of functionality and a high-resolution, contrast-rich colour display. The familiar menu navigation has been retained, although extra functions have been added. 

The graphics of the previous user interface have been completely overhauled and the navigation system's maps given 3D elements. The central Control Display is operated in the familiar way using the ergonomically perfectly positioned iDrive Touch Controller in the centre console, which now has an integral new, touch-sensitive surface and proximity sensor technology for even easier use. Users can now use their finger to write characters into every text input panel on the touchpad can and switch between handwriting and the conventional rotate-and-press method at any time. Plus, the ring cursor in the Navigation System Professional's interactive map can also be moved around using the touchpad. This makes selecting a POI, for example, an intuitive and efficient process.



PERFORMANCE



Now that it's been spun off from the 3-Series lineup of sedans, wagons, and hatchbacks, you might think the 4-Series would develop a much different personality--maybe more brash, more cocky? It's just not the case, as the slightly lower, slightly more sporty 4er doesn't do much differently than the latest 3-Series. It fires up sweetly engineered in-line engines, shifts with ease, bear-hugs the road--and plots a clear trajectory into M territory with performance suspension and braking upgrades.

Build a better Supra, and they will come, in other words.

Two powerplants are on the order sheet, with displacement that no longer has any numeric relationship with the badge. The 428i uses a 2.0-liter turbocharged four-cylinder to generate 240 horsepower and 255 pound-feet of torque, which puts it within reach of 60 mph in 5.7 seconds with either the manual or automatic transmission and with grippy summer tires. Top speed is electronically limited to 155 mph.

Under the hood of 435i models, there's a familiar 3.0-liter turbocharged in-line six-cylinder engine rated at 300 horsepower and 300 pound-feet of torque. Performance is last-gen M3-brisk, with the 435i sprinting to 60 mph in 5.3 seconds with the manual transmission, or 5.0 seconds with the automatic.

Power delivery with either engine is lump-free, a gravy train of torque from just over idle to about 5000 rpm--and quieter and smoother at its mission than, say, the turbo four in the Cadillac ATS. The six-cylinder still pulls with the in-line smoothness that quantifies the value of BMW engineering; it accounts for most of its perceptual superiority to the Caddy and, say, the Mercedes C-Class.

Rear-wheel drive is standard, but all-wheel drive is available with either engine.

BMW makes an eight-speed automatic transmission standard on the 4-Series, but a six-speed manual transmission is a no-cost option on rear-drive coupes. The manual shifter's an inspiring thing, with clean gearchanges and lovely clutch uptake, but it's bound to be a rare thing. The automatic's that good: its eight gears are spaced especially well to handle the six's torque spread, and paddle shifters and sport driving modes dial in faster gear swaps than any human can manage.

Of all the changes that have been wrought on the latest 3-Series and now in turn, the 4-Series, the electric power steering system has probably done the most to shake the foundations of the BMW faithful. The standard flavor weights up evenly but quickly, and with the larger wheel/tire combinations offered (up to 19 inches), the 4er's steering just feels heavier than it needs to, and follows the crown on the road more than it should. Feedback? That's something you get on microphones, right? There's a premium Variable Sports steering setup that changes the rack's ratio; we haven't tried it yet, but it's bound to be a popular feature on the future M4.

The path to that highly evolved 4-Series is clearly defined, from the way its suspension has been altered with more aluminum components and more structural stiffness than before. It still wants to be, and can be, a smooth grand tourer. The Driving Dynamics Control programming lets drivers tune shift points, throttle mapping, and steering response from a base level into an efficiency profile, and in either, it loafs along with rational, responsible moves.

But the 4-Series really feels most alive in the hands when it's spun into Sport or Sport+. The steering pounces into turns, the automatic snaps off almost instantaneous shifts, the throttle zips up and down the powerband. The stability control unlocks its chastity belt.

The next step toward utopia: the M Sport package, with its lower ride height, firmer springs and dampers, 18- or 19-inch wheels, available summer tires, and the option for electronically controlled dampers. With smart concessions to ride smoothness in the form of near-zero body lean, it's as close to a track-ready effort as the 4-Series comes--that is, until that M4 arrives, sometime in mid-2014.



DRIVETRAIN



The new 2014 BMW 4 Series' sleek exterior look promises a lot in the way of excitement, and it largely delivers on BMW's "Ultimate Driving Machine" tag line.

There's nothing wrong with picking the 428i, It hardly drives like a "base" model. In fact, you'll get nearly identical performance as the 435i for thousands of dollars less. Its four-cylinder delivers remarkably quick acceleration, and an engaging engine and exhaust note that will have you winding up through the gears, fuel economy be damned.

The same can be said for the 2014 BMW 435i, but to an even greater extent. The traditionalist's choice in terms of transmissions will always be the manual, but the eight-speed auto works exceptionally well in both the normal driving mode or under the driver's control via the paddle shifters. In fact, our testing revealed that the 428i with the lightning-quick automatic transmission was quicker from zero to 60 mph than the more powerful 435i with the six-speed manual. Not by much, but that shows just how proficient this new eight-speed is. One annoyance can be the gruff restart nature of the automatic engine stop-start function, though it can be disabled.

When the road bends, BMW has tuned the 4 Series to handle with more athleticism than the sedan. The car rides a little lower, the front and rear tracks are a bit wider, the suspension is firmer and the steering has more heft and precision to it. These are incremental changes to be sure, but they work. Driven through a turn with the Sport mode selected, the 4 Series is marvelously balanced for a luxury sport coupe and easily instills driver confidence. Some might find the ride quality overly firm, but opting for the driver-selectable adaptive suspension nearly erases road imperfections while further boosting the car's stability.



LIGHTWEIGHT & AERODYNAMICS



The new BMW 4-Series Coupe's intelligent lightweight construction concept makes a significant contribution to the car's dynamic qualities. The use of high- and ultra-high-strength multi-phase steels and tailored blanks maximises the body's strength, without driving up the weight. Components which are central to rigidity are made from micro-alloyed steels. The body's front end is 60 per cent more rigid than that of the outgoing BMW 3-Series Coupe and so has benefits beyond agility and steering precision alone. Most impressively, the new BMW 4-Series Coupe tips the scales at up to 45 kg less than its predecessor, depending on the engine and equipment specified, despite having grown significantly in terms of dimensions.

The new BMW 4-Series Coupe highlights its aerodynamic qualities with a Cd (drag coefficient) of 0.28. Optimisation measures carried out at the front apron and the rear of the car have earned the two-seater a lift coefficient to match the sporting figures of the current BMW M3 Coupe. Another factor here is the design of the underbody: the aerodynamically optimised structure incorporates smooth panels extending to the sides, under the engine compartment shield and around the front section of the exhaust tunnel. Together, they seal the underbody to an unprecedented degree.



ON THE ROAD



The 8-speed transmission works flawlessly and is quickly becoming a favorite among MSN Autos staffers. It seems to know what gear you need before you even think of hitting the gas. We're not ready to give up on manuals yet, but this makes a strong case for the future of automatics.

When really flogging it down back roads that have any kind of texture, we found Comfort a better setting for the suspension than Sport, which is just too stiff to optimize grip. On a glasslike surface its performance is preferable, but on some real-world roads it's simply too much. And we know we sound like a broken record, but electric power steering still isn't there, yet. The Servotronic system in the 4-Series Coupe is as accurate as any, and the electrically simulated weight can be adjusted, but you just don't know what the wheels are doing. Good thing there are advanced electronics to do all the "feeling."

The 13-inch brakes on our 428i test vehicle provided drama-free decelerations, and the aluminum front calipers help reduce unsprung weight. The 435i receives slightly larger 13.4-inch rotors to work with the increased power. Anti-lock braking, dynamic brake control and cornering brake control are all on hand to assist the driver in dicier braking situations.

For the power available, the fuel economy returns are quite good. The four-banger in the 428i gets an Environmental Protection Agency-rated 23 mpg city/35 mpg highway, while the more powerful 435i is close on its heels with a rating of 22/35 mpg. These surprising fuel economy numbers are no doubt aided by BMW's Eco Pro driving mode, which cuts fuel consumption by almost 20 percent.



COMFORT & QUALITY



Let's get it out of the way: no, the 4-Series doesn't have a very useful or comfortable back seat, not if you're in your second decade on the planet or in anything beyond a size medium. If you're lucky enough to be riding up front--or driving--it's an entirely different story.

The 4-Series might have a lot in common with the 3-Series sedan, in terms of engines and powertrains transmissions, but it doesn't use its identical wheelbase or overall length to impart as much interior space. It's the same 110.6-inch wheelbase, and overall length of 182.5 inches, but the 4-Series also has a roofline two inches lower, while it's also a half-inch wider than the 3-Series sedan.

You sit quite low in the 4-Series, and grip a steering wheel that's as thick as any SUV's wheel; you'll learn to love the seatbelt presenter because reaching for the belt every time would lead to rotator-cuff problems down the road. Even the front base seats are firm and comfortable--the kind we'd approve of for daily use as desk chairs--but they don't have as many adjustments or the very firm bolstering of the excellent sport seats offered on the M Sport package. Those seats grip in all the right places for the kind of sporty driving the 4-Series encourages; heating and ventilation are a part of the deal.

Though it's three inches wider across the rear axle, the 4-Series still doesn't net out with much adult-sized space in the back seat, and in a tight garage its long doors don't make entry or exit very easy. It's be hard to justify the 4-Series as a four-seater on a regular basis, but the rear buckets are fine for shorter people on shorter trips. 

Trunk space is almost the size of a mid-size sedan, though, and storage in the cabin is a brighter spot than ever, with real cupholders ahead of the joystick-style shifter and a decently-sized glove box, even some bottle holders molded into the door panels.

The base models, with basic black interiors, can seem drab and dark--and they amplify the 4-Series' sweeping dash curves in an unflattering way. Go all in with the luxury touches, though, and the coupe's interior gets the sophisticated allure of the bigger 6-Series, with handsome leather and contrasting stitching, some daring colors and some very pretty wood and metal finishes. BMW's wide, beautiful LCD screen displays crisp maps and iDrive functions, but it's also propped up the dash like a digital picture frame, something it has in common with the Mercedes CLA. Audi's A3 has a better idea: make a slide-away screen standard.



ENGINE





 Elite athlete: six-cylinder in-line engine for the BMW 435i Coupe

The new BMW 435i Coupe gives full value to performance-minded drivers thanks to a straight-six petrol engine that impresses with instantaneous power delivery, the thirst for revs you would expect from BMW, outstanding refinement and exceptional efficiency. Equipped with High Precision Direct Injection and Valvetronic fully variable valve control, the 3.0-litre engine with aluminium crankcase develops maximum output of 225 kW/306 hp between 5,800 and 6,000 rpm. Peak torque of 400 Nm (295 lb-ft) is generated as low down as 1,200 rpm and remains on tap up to 5,000 rpm. The promise of pure dynamics contained within those figures is made true out on the road.

The sporting performance characteristics of the potent six-cylinder power unit allow it to accelerate the new BMW 435i Coupe from 0 to 100 km/h (62 mph) in just 5.4 seconds (a mere 4.9 seconds with xDrive) on the way to an electronically limited 250 km/h (155 mph) top speed. The six-cylinder unit belies its impressive performance with extremely low fuel consumption and emissions figures. Average fuel consumption is between 7.9 and 8.1 litres per 100 kilometres (35.8 - 34.9 mpg imp) and CO2 emissions range from 185 to 189 grams per kilometre (EU test cycle, depending on the tyre format specified). And the new BMW 435i Coupe is even more economical when fitted with the optional eight-speed Sports automatic gearbox. Here, the flagship 4-Series Coupe achieves combined fuel consumption of just 7.3 - 7.4 litres per 100 kilometres (38.7 - 38.2 mpg imp), while CO2 emissions are pinned to between 169 and 172 grams per kilometre.

► Low in weight, high on performance: the four-cylinder engine for the BMW 428i Coupe

Spirited power delivery, impressive torque, high maximum revs and low weight are the key qualities of the 2.0-litre four-cylinder turbocharged engine, which fits in seamlessly with the dynamic concept of the new BMW 4-Series Coupe. Here again, BMW's technology package - including High Precision Direct Injection, twin-scroll turbocharging, Double-Vanos variable camshaft control and Valvetronic fully variable valve control - lays on impressive performance potential combined with low fuel consumption and emissions.

The cutting-edge, four-cylinder petrol engine generates maximum output of 180 kW/245 hp at 5,000 - 6,500 rpm and peak torque of 350 Nm (258 lb-ft), which the driver can access between 1,250 and 4,800 rpm. The new BMW 428i Coupe harnesses these sporty performance attributes to sprint from 0 to 100 km/h (62 mph) in 5.9 seconds and has an electronically limited top speed of 250 km/h (155 mph). The engine translates each dab of the accelerator into forward propulsion instantaneously and conjures up compelling power delivery from the moment it spins above idle all the way into the upper regions of its engine speed range along an almost linear curve. The average fuel consumption of the BMW 428i Coupe in the EU test cycle stands at just 6.6 - 6.7 litres per 100 kilometres (42.8 - 42.2 mpg imp), and CO2 emissions of 154 - 156 grams per kilometre (depending on the tyre format specified) are similarly low. The optional eight-speed Sports automatic gearbox also opens up further potential for fuel savings in the BMW 428i Coupe; combined fuel consumption of between 6.3 and 6.4 litres per 100 kilometres (44.8 - 44.1 mpg imp) and CO2 emissions of 147 - 149 grams per 100 kilometres represent a compelling proposition.

► Powerful and efficient: the four-cylinder diesel engine in the BMW 420d Coupe

It is a number of years now since BMW first proved that diesel engines can make an extremely attractive choice of power source for coupes as well. Today, this is a widely recognised truth and diesel engines in no way conflict with the sporting aspirations of this breed of car. The new BMW 420d Coupe sees the latest-generation four-cylinder diesel engine put forward another compelling case with its imposing torque, exceptional refinement and outstanding efficiency - achieved without impinging on the car's involving driving experience. This state-of-the-art diesel unit with composite aluminium crankcase sets a variety of benchmarks. The latest-generation common rail direct injection technology, turbocharger with variable turbine geometry and precise solenoid valve injectors ensure instantaneous throttle response and impressive punch, combined with extremely low fuel consumption and emissions.

With maximum output of 135 kW/184 hp at 4,000 rpm and peak torque reaching 380 Nm (280 lb-ft) between 1,750 and 2,750 rpm, the new BMW 420d Coupe displays an extremely dynamic turn of pace. The sprint from 0 to 100 km/h (62 mph) is dealt with in just 7.5 seconds and the agile diesel can accelerate up to 240 km/h (149 mph) if required. Average fuel consumption of 4.7 - 4.8 litres per 100 kilometres (60.1 - 58.9 mpg imp) and CO2 emissions between 124 and 126 grams per kilometre (EU test cycle, depending on the tyre format specified) complete the profile of the new BMW 420d Coupe as a powerful and efficient athlete equipped with one of the cleanest and most economical diesel engines in its class.



BRAKE & SUSPENSION




The M Sport suspension included as part of the M Sport package can also be ordered separately. It works with a firmer spring/damper set-up and stiffer anti-roll bars, and its kinematics/elastokinematics have also been tweaked to suit the new BMW 4-Series Coupe. M Sport suspension also includes 18-inch or (optionally) 19-inch M light-alloy wheels. Alternatively, customers may prefer to specify lowered, adaptive suspension - with its focused sporting set-up and electronically controlled dampers - which adjusts the damper mapping to the road surface and driving situation at hand. 

The driver can also use the Driving Experience Control switch to vary the basic suspension settings between the more comfortable and the sportier ends of the scale, according to personal preference. For performance-minded customers, BMW offers the M Sport brakes. The team of aluminium fixed callipers (four-piston at the front, two-piston at the rear) and generously sized discs combine extremely low weight with very short stopping distances.

In keeping with its dynamic performance capability, the new BMW 4-Series Coupe comes equipped with powerful swing-calliper or fixed-calliper brakes and large, inner-vented brake discs. The callipers on the front axle are made from aluminium. As well as boasting low unsprung masses, the brakes also stand out with their outstanding heat tolerance, excellent wet braking performance, ease of use and excellent feel. A brake pad wear indicator and the Brake Drying function are standard on all models.



SAFETY



Every 2014 BMW 4 Series comes standard with antilock brakes, traction and stability control, front side airbags, side curtain airbags, front knee airbags and rollover protection (convertible). Simulated panic stops from 60 mph at our test track demonstrated excellent brakes, with stops between 110 and 113 feet for the coupe on summer tires.

The stability control system integrates several features designed to improve braking performance, such as periodically wiping the brake rotors dry when the windshield wipers are in use and automatically snugging the pads to the rotors when the driver abruptly lifts off the throttle. BMW Assist emergency communications is standard and includes automatic crash notification, stolen vehicle recovery and on-demand roadside assistance. A visit to the options list will provide parking sensors (front and rear), a rearview camera, blind-spot monitoring, a lane departure warning system and an automated parking system.



FUEL ECONOMY



Luxury sports coupes aren't always the best choices for drivers concerned with gas mileage, but the BMW 4-Series takes extensive measures to make fuel economy less of an issue.

BMW outfits every model with stop/start and an EcoPro mode, which slows down the throttle tip-in and softens automatic-transmission shifts, as well as shutting down some of the constantly running accessories and climate control systems, all in the name of saving fuel. It also has electric power steering, which reduces feedback, but also reduces gas consumption. And it's lost a little weight, too: it's up to almost a hundred pounds lighter than the 3-Series Coupe it replaces.

The result is a 27-mile-per-gallon rating on the EPA's combined cycle for the base 428i equipped with the eight-speed automatic; with the six-speed manual, the 4-Series still earns 26 mpg combined. Adding all-wheel drive to the automatic puts the 428xi at 26 mpg combined.

Gas mileage isn't even that awful with the very powerful twin-turbocharged six-cylinder. The 435i with the automatic earns an EPA-certified 25 mpg combined, or 24 mpg combined with all-wheel drive. With the manual transmission and either rear- or all-wheel drive, the 4er posts a 23-mpg combined rating.

Though there's an ActiveHybrid edition of the 3-Series sedan, it's not expected to make an appearance in the 4-Series lineup any time soon.



VIDEO ( 2014 BMW 4-SERIES )


Video by : Motortrend


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By : Automotive News & Super Modified Sports Cars

Posted by : Shahen Tharammal




Monday, March 24, 2014

2014 Chevrolet Impala








PRICE : For 2014 Chevrolet Impala $26,860


The 2014 Chevrolet Impala ranks 1 out of 10 Affordable Large Cars. This ranking is based on our analysis of published reviews and test drives of the Chevrolet Impala, as well as reliability and safety data.

Critics agree that a high-quality interior, aggressive styling and a wealth of available features make the redesigned 2014 Chevrolet Impala an undeniably modern and comfortable large car. Because it has the best combination of positive reviews, price and long-term ownership costs in its class, we named the 2014 Chevrolet Impala the Best Large Car for the Money. It's also our 2014 Best Large Car for Families.

The 2014 Chevrolet Impala comes standard with a four-cylinder engine. Most reviewers have tested models that have the optional V6, which they say offers good power from a stop, as well as capable acceleration for highway passing and merging. A six-speed automatic transmission is standard on all models, and although one test driver is disappointed that paddle shifters aren’t available, most reviewers agree that it shifts quickly and smoothly. The EPA reports that the base Impala gets 21/31 mpg city/highway, which is a competitive estimate for a four-cylinder large car.

However, the Impala offers its best fuel economy estimates of 25/35 mpg when equipped with its optional eAssist powertrain, which combines a four-cylinder engine with a small electric motor. While no reviewer considers the Impala a sport sedan, test drivers agree that the Chevy Impala offers balanced handling and accurate steering, especially for its size. Strong brakes and a firm, but comfortable ride also impress critics who’ve driven the 2014 Impala.

While the 2013 model disappointed reviewers with a basic interior that was awash in hard plastics, test drivers report that the redesigned 2014 Impala has an eye-catching interior that’s built with premium materials. The Impala also shines with comfortable front seats, as well as plenty of back-seat passenger space and one of the largest trunks in the class. Some critics report that the Impala’s optional infotainment system doesn’t react as quickly to user inputs as they would like.

However, most reviewers agree that the Impala’s tech features are user-friendly, with large touch-screen icons and traditional knobs that control many audio and climate settings. The 2014 Chevrolet Impala comes standard with a six-speaker stereo with satellite and HD Radio, Bluetooth phone connectivity and audio streaming and a USB port. Available features include a sunroof, dual-zone automatic climate control, Chevrolet’s MyLink infotainment system, an 11-speaker Bose stereo system, keyless access with push-button start, adaptive cruise control, heated and ventilated front seats and a heated steering wheel. Available safety features include a backup camera, rear parking sensors, forward collision alert and blind spot monitoring and lane departure warning systems.



EXTERIOR















With the exception of being a full-size sedan, the Chevy bowtie, and the “Impala” badges, the 2014 Impala looks nothing like its 2012 counterpart. From the side profile, the front clip has a Camaro-like shape to it, yet it doesn’t necessarily resemble the Camaro. It more or less just has the sweeping front profile of the Camaro. The roofline of the 2014 Impala swoops upward from the low-sloped windshield and as it heads toward the trunk it swoops downward, making for a very modern look.

The headlights are 100% brand new – thanks for that Chevy. Gone are the teardrop-shaped headlights and replacing them are sleeker rectangular wraparound HID headlights that give this sedan a more refined finish. Also outgoing is the honeycomb or chicken wire grille, whichever you want to call it, and in comes a horizontal bar grille, giving the Impala a more classy look.

Also replaced are the outdated triangle-shaped taillights. Sleeker and more refined taillights, which are a tapered-rectangle design, take the place of the old taillights. Also on the back end are twin exhaust pipes that mold into a bumper, finishing off this sedan’s sleek appearance.

There are chrome accents around the front grilles and side windows, along with a chrome insert on the trunk. Combine this chrome with the standard 18-inch chrome wheels and suddenly this once average sedan has a luxurious look.



INTERIOR
















The Impala's cabin transformation is just as striking as its new exterior look. The dash and console design finally looks modern and sophisticated, although some of the plastic elements in the center console look decidedly down-market and are flimsy to the touch.

A longer wheelbase opens up more legroom all around, giving 6-foot (or taller) front and rear passengers plenty of room to stretch out in wide, comfortable seats covered in cloth, a cloth/suede combination, a vinyl/suede combination or leather. The vinyl/suede combo (optional on the LT) is our favorite, as it looks quite upscale thanks to contrasting piping on the edges of the seats. Unlike last year, there's no front bench seat option, so seating capacity tops out at five. There is, however, a 60/40-split-folding rear seatback standard that helps expand the trunk's already generous 18.8-cubic-foot hold. Expect less capacity in the eAssist model, which has a battery pack mounted under the cargo floor.

The Impala also leaps into the 21st century with the 8-inch MyLink touchscreen interface for audio, navigation and phone functions. MyLink comes standard in LT and LTZ models (with navigation optional). Though it can be a little slow to respond at times, MyLink does provide a straightforward control interface that you'll adjust to easily if you already have a smartphone. One other minor annoyance is the rearview camera display: It's better that not having a camera at all, but the resolution isn't very good for an image projected on an 8-inch screen.

The center stack also offers redundant audio and climate control dials if you don't want to bother with the touchscreen. One particularly nice feature is that the Impala's front passenger is able to pair a phone or program the nav system while the car is on the move if the occupant sensor detects that someone is in that seat.



SPECIFICATION


► Year: 2014
► Make: Chevrolet
► Model: Impala
► Price:  $26,860
► Type: 5-passenger, front-wheel-drive 4-door sedan
► Engine: V6
► Transmission: six-speed automatic transmission
► Horsepower @ RPM: 303
► MPG: 18 city/28 hwy
► Wheel base: 111.7 in.
► 18, 19, 20 inch. wheels
► Curb weight: TBD
► Displacement:3.6 L



FEATURES










► New Features :

► Redesigned for 2014
► Moves firmly into large car category
► Next-generation Chevrolet MyLink technology
► Improved safety equipments

In polite circles, the Impala would be called beefy. The Feds call it a full-size sedan. In truth, it's not a lot bigger than an Azera, a Passat, or an Avalon--but it packs a lot of room under its roofline, shaming the inefficient layout of the Ford Taurus, for one.

The Impala's overall length of 201.3 inches draws down to 111.7 inches between the wheels--compared to 106.3 inchess of wheelbase on, say, a three-row Kia Sorento crossover. It's 73 inches wide, too. Compared to the last Impala--now the fleet-only Limited--the 2014 version has about 3.5 inches more front-seat leg room and 2.2 inches more in the back seat.

Open the wide, tall doors, and the Impala V-6's nicely shaped seats aren't too deep a knee-bend away. At least five different seats are specified across the lineup, but that's mostly because of optional seat heating and ventilation--only the base versions are cloth. Leather-clad versions on the LTZ have a middle grade of hides covering them, better than the cloth/vinyl seats in look and just slightly, in feel, since lumbar adjustment comes with them standard. Head and leg room are more than enough for even 99th-percentile types; the Impala's one of the rare new cars where you can power the driver seat too low and too high.

The rear seats aren't quite as close to premium, but leg room is only an inch or two short of limousine status. The cushion lays almost flat, it's a bit short for the car's size--and even so, headroom isn't extraordinary. I made close contact with the headliner, and at six feet tall, I'm not the worst-case scenario for backseat use. Two adults will have enough space for a pre-teen between, though, and the seats can be fitted with bite-sized head rests shaped like old-school car bumpers. Score one for visibility.

Even with five passengers, filling the Impala's cargo bins will take some work. The trunk's 18.8 cubic feet, second only to the Taurus' 20-cubic-foot whopper. It's a little shallow, but the trunk floor is flat and extends deeply beneath the rear glass. The doors all have long bins with bottle holders; the center console can swallow a shoebox, a smartphone in either a rubberized tray or a bin hidden under a lid, and two drinks. If you're in an LT or an LTZ, there's a hidden chamber behind the MyLink LCD touchscreen, too--tap a button and the screen rises so you can stow goodies, then lock it out in a valet mode with a code you can enter and change.

Chevy has tuned the Impala's interior for quieter rolling ambience. Four-cylinder models will sport active noise cancellation, like Chevy's Equinox, and the plusher versions get thicker glass and more sound deadening. The impression of noise control is a good one.

It's in the area of fit and finish where the Impala can get a better sense of direction when it comes in for the inevitable mid-cycle refresh. The busy twin-cowl cockpit is covered, studded, paneled, and draped in so many different materials and textures, it's almost a parlor game to find and name them all. The seat-heater surround is a glitzy, flecked black plastic; the door caps are soft to the touch but openly grained. Consistent, not insistent--that's is all that's keeping the Impala from fully connecting with the elusive quality genome.



DESIGN


The 2014 Impala introduces a new aesthetic for Chevrolet's flagship sedan, but one that honors the cues that helped distinguish the classic nameplate for decades.

"Our design team was challenged to create a new classic, but that didn't mean relying on nostalgia," said John Cafaro, director of North America passenger car exterior design. "This is very much a contemporary car, with design elements, craftsmanship and attention to detail that complement its advanced technology and performance."

The Impala's long, low proportion has a wind-swept profile that suggests motion, while the range of 18-, 19- and 20-inch wheels is tailored to the body to provide that "just right" stance. At the front, low-profile projector-beam headlamps - or HID headlamps and LED daytime running lamps on LTZ - sweep around the corners and frame a wide grille, while a power dome hood conveys performance. The LTZ's LED daytime running lamps provide a contemporary visual statement, along with great visibility.

Sculpted coves in the body sides add to the Impala's design drama, with a sweeping signature cue in the rear fenders that acknowledges classic Impala designs. The "greenhouse" area is long, enhancing the sleek look of the car while maintaining excellent visibility. The deck lid appears short to complement the overall proportion, but opens to reveal a trunk with 18.8 cubic-feet (532 liters) of cargo space. Diagonal dual-signature taillamps and - on LTZ - chrome-outlined exhaust outlets complete the rear-end appearance.

Exterior colors include Black, Blue Ray, Blue Topaz Metallic, Champagne Silver Metallic, Crystal Red Tintcoat, Cyber Gray, Silver Ice Metallic, Silver Topaz Metallic, Summit White, Tin Roof Rusted and White Diamond Tricoat.

The 2014 Impala builds on Chevrolet's signature dual-cockpit interior with greater attention to detail and upscale features - seen in everything from the wraparound flow of the bold instrument panel into the door panels and the available ambient lighting, to the soft feel of the materials and the premium appearance of the seats' stitching. The instrument panel integrates a dynamic instrument cluster with a standard 4.2-inch color display with reconfigurable features for the driver information center. An eight-inch touch screen with concealed storage behind it is matched with the available Chevy MyLink system on LT and LTZ models

LS models feature cloth seats, while LT comes standard with cloth/vinyl seats. Sueded microfiber-trimmed seats are available on LT and LTZ models, which feature standard perforated leather seating.

Interior color choices include Brownstone, Dark Titanium, Jet Black and Mojave.



TECHNOLOGY






Impala is ingenuity put to work for the safety of you and your passengers, featuring newly available safety technologies that help give the driver not only "eyes in the back of their head" to aid in rear vision, but also help alert the driver to their sides and blind spots as well. Using radar sensors, Forward Collision Alert identifies vehicles ahead and alerts the driver to any potential crash risk while Rear Cross-Traffic Alert alerts the driver to crossing traffic from behind while the vehicle is in reverse.

Similar radar sensors keep an eye on blind spots to the side of the vehicle with the Side Blind Zone Alert, which illuminates small LED-lit symbols in the corresponding outside mirror when another vehicle is detected. Impala even keeps an eye on your driving with the available Lane Departure Warning. It gives you an audible alert while driving if you unintentionally drift out of your lane without using a turn signal.



COMFORT & QUALITY


In polite circles, the Impala would be called beefy. The Feds call it a full-size sedan. In truth, it's not a lot bigger than an Azera, a Passat, or an Avalon--but it packs a lot of room under its roofline, shaming the inefficient layout of the Ford Taurus, for one.

The Impala's overall length of 201.3 inches draws down to 111.7 inches between the wheels--compared to 106.3 inchess of wheelbase on, say, a three-row Kia Sorento crossover. It's 73 inches wide, too. Compared to the last Impala--now the fleet-only Limited--the 2014 version has about 3.5 inches more front-seat leg room and 2.2 inches more in the back seat.

Open the wide, tall doors, and the Impala V-6's nicely shaped seats aren't too deep a knee-bend away. At least five different seats are specified across the lineup, but that's mostly because of optional seat heating and ventilation--only the base versions are cloth. Leather-clad versions on the LTZ have a middle grade of hides covering them, better than the cloth/vinyl seats in look and just slightly, in feel, since lumbar adjustment comes with them standard. Head and leg room are more than enough for even 99th-percentile types; the Impala's one of the rare new cars where you can power the driver seat too low and too high.

The rear seats aren't quite as close to premium, but leg room is only an inch or two short of limousine status. The cushion lays almost flat, it's a bit short for the car's size--and even so, headroom isn't extraordinary. I made close contact with the headliner, and at six feet tall, I'm not the worst-case scenario for backseat use. Two adults will have enough space for a pre-teen between, though, and the seats can be fitted with bite-sized head rests shaped like old-school car bumpers. Score one for visibility.

Even with five passengers, filling the Impala's cargo bins will take some work. The trunk's 18.8 cubic feet, second only to the Taurus' 20-cubic-foot whopper. It's a little shallow, but the trunk floor is flat and extends deeply beneath the rear glass. The doors all have long bins with bottle holders; the center console can swallow a shoebox, a smartphone in either a rubberized tray or a bin hidden under a lid, and two drinks. If you're in an LT or an LTZ, there's a hidden chamber behind the MyLink LCD touchscreen, too--tap a button and the screen rises so you can stow goodies, then lock it out in a valet mode with a code you can enter and change.

Chevy has tuned the Impala's interior for quieter rolling ambience. Four-cylinder models will sport active noise cancellation, like Chevy's Equinox, and the plusher versions get thicker glass and more sound deadening. The impression of noise control is a good one.

It's in the area of fit and finish where the Impala can get a better sense of direction when it comes in for the inevitable mid-cycle refresh. The busy twin-cowl cockpit is covered, studded, paneled, and draped in so many different materials and textures, it's almost a parlor game to find and name them all. The seat-heater surround is a glitzy, flecked black plastic; the door caps are soft to the touch but openly grained. Consistent, not insistent--that's is all that's keeping the Impala from fully connecting with the elusive quality genome.



ENGINE




Of the three Impala powertrains available, we've had the most experience with the top-of-the-line 305-horsepower 3.6-liter V6. Its 264 lb-ft torque number won't bowl you over, but it felt strong during our 200 miles at the wheel, abetted by the 6-speed automatic transmission. The 2.5-liter 4-cylinder offers 196 horsepower and 186 lb-ft of torque. Arguably the most interesting engine choice is the 182-horsepower 2.4-liter Ecotec 4-cylinder that gets the benefit of eAssist. With a little help from its electric friend, the 2.4-liter engine will enable the Impala to deliver 35-mpg highway fuel economy.

► 2.5-liter inline-4
196 horsepower @ 6,300 rpm
186 lb-ft of torque @ 4,400 rpm
EPA city/highway fuel economy: 21/31 mpg

► 2.4-liter inline-4 with eAssist mild hybrid
182 horsepower @ 6,200 rpm
172 lb-ft of torque @ 4.900 rpm
EPA city/highway fuel economy: 25/35 mpg

► 3.6-liter V6
305 horsepower @ 6,800 rpm
264 lb-ft of torque @ 5,300 rpm
EPA city/highway fuel economy: 19/29 mpg



PERFORMANCE


► In just 6.8 seconds :

At the heart of Impala lies the acclaimed 3.6L V6 engine boasting 305 horsepower and 0-60 mph in just 6.8 seconds. Direct Injection injects fuel closer to the combustion chamber for an efficient, powerful “burn.” At partial or full throttle, you’ll feel the powerful response. Variable Valve Timing consistently boosts power by providing near-peak torque over a wider rpm range. The available engine’s refined power and finely tuned precision contribute to the confident and strong ride Impala is known for, while preserving impressive efficiencies such as an EPA-estimated 29 MPG highway.

► Agile ride and handling :

The stiff body structure and grounded stance allowed engineers to tune ride and handling precisely for an impressive “connected to the road” experience. The premium electric rack-and-pinion steering system delivers crisp, responsive handling and excellent on-center feel. A tight steering radius combined with an available variable-effort feature, which increases the level of power assistance during low-speed maneuvers, offers the driver impressive command over city streets and sharp turns. In the end it creates a smooth, effortless ride

► Connected to the road :

The grounded stance exudes an air of confidence, while its refined exterior design and profile leave a lasting impression whether in motion or standing still. But this longer wheelbase and sculpted, stiff body structure are at the center of a more commanding driving experience. The 2014 Impala is the car for the assured driver ready to enjoy each turn, every hill and whatever the road may bring.



DRIVETRAIN


For a large family sedan, the 2014 Impala is effortless to drive. Strong acceleration gives the Impala V6 the fortitude required to negotiate city traffic, merge onto freeways with the flow of traffic, and climb mountain grades all while returning better than 20 mpg, on average.

The new Impala's electric steering offers pleasing heft regardless of vehicle speed, and crisp response when bending the Impala into a curve or while turning into a parking space. Given that it's the same system as found in the Camaro, recalibrated for the full-size Chevy sedan, perhaps this comes as no surprise. Suspension tuning provides a deft blend of ride smoothness and handling prowess, and while the Impala is not a sport sedan, it can cover ground at a rapid pace on twisty roads.

Chevrolet installs its new Duralife brake rotors on the 2014 Impala, a patented piece of engineering designed to double the life of the rotors to 80,000 miles while simultaneously eliminating rust and reducing brake shudder as the car ages. We found the Impala's brake pedal responsive, displaying natural progression through the range of motion, which helps to fine tune the amount of pressure fed to the brakes.

Chevrolet could improve the new Impala with regard to the 6-speed automatic transmission. We found that it stumbled on occasion, especially when driving in the mountains. A manual shift button is provided at the top of the gear selector, but it is unsatisfying to use, despite the fact that it matches engine revs when downshifting.

Impala LTZ models equipped with the optional 20-inch aluminum wheels sure look terrific, but there is a penalty to be paid in terms of ride quality and interior noise. So equipped, more of the road texture is delivered to the cabin, sometimes rudely, as in the case of traveling over a pothole. The 20-inch tires also create more road noise.



SAFETY


Safety was a top priority when designing the all-new Impala. And after undergoing stringent testing by the National Highway Traffic Safety Administration (NHTSA), the 2014 Impala received a 5-Star Overall Vehicle Score for Safety, NHTSA’s highest possible rating.
In addition to the 5-Star NHTSA Overall Vehicle Score, Impala offers some of the most innovative and ingenious advances in safety technology from standard StabiliTrak to available Crash Imminent Braking.

The Advanced Safety Package, available on LT and standard on LTZ, features additional available technologies such as Forward Collision Alert, which scans for vehicles ahead and alerts the driver to potential crash risks. Also available on LTZ: opt for additional safety features including Full-Speed-Range Adaptive Cruise Control and enhanced Forward Collision Alert with Crash Imminent Braking, which utilizes radar in the front grille to sense traffic ahead. Adaptive Cruise Control adjusts or maintains vehicle speed accordingly when set to “maintain follow distance”. The enhanced Forward Collision Alert with Crash Imminent Braking can automatically apply the brakes to help avoid a front-end collision or reduce impact speed.



FUEL ECONOMY


Gas mileage won't be the first reason the Impala ends up on anyone's shopping list, and the V-6 versions are set to earn EPA ratings a few miles per gallon lower than some other big four-doors.

The EPA has published the Impala's gas-mileage ratings, with the base vehicle coming in at 25 mpg (21 mpg city, 31 mpg highway) and the more powerful V-6 at 21 mpg combined (18 mpg city, 28 mpg highway).

The combined 21-mpg rating for the V-6 falls below the Toyota Avalon's 25 mpg, the V-6 Taurus' 23 mpg combined, and the 23-mpg figure posted by the Hyundai Azera and the Dodge Charger with its new eight-speed automatic. In our first-drive test loop set up by Chevy, the V-6 Impala's indicated economy checked in at 20.3 mpg, tallied after lots of canyon runs and a few stretches of 75-mph interstate.

Four-cylinder versions brighten the picture. We logged 25.1 mpg--right on the nose--for the base 2.5-liter four-cylinder Impala, albeit over a short 20-minute drive covering about 12 miles.

At the top of the fuel-economy list is the Impala Eco, fitted with GM's mild-hybrid eAssist system. The addition of special aero add-ons--dams, spats, and active grille shutters that smooth the nose for better efficiency--lets the Impala Eco equal the 29-mpg combined figure of the Buick Lacrosse that uses the same system. That's better than the 26 mpg of the turbocharged EcoBoost Ford Taurus--but well off the 40-mpg mark set by the Toyota Avalon Hybrid.



VIDEO ( 2014 CHEVROLET IMPALA )

Video by : Testdrivenow




By : Automotive News & Super Modified Sports Cars

Posted by : Shahen Tharammal