What You're Actually Getting With the 2014 Impala LT
The eighth-generation Impala returned in 2014 after a decade-long hiatus, and it was a complete departure from the old model. GM built it on the Epsilon II platform, which is the same architecture that underpins the Cadillac XTS. That alone tells you something about where this car was aimed. The LT trim sits in the middle of the hierarchy, below the Premier but above the base LS, and it's the version that most people actually end up buying because it hits the right balance of features without forcing you into the top tier. The 2014 model year is particularly interesting because it was the first year of this redesign, which means you get the new platform and the new powertrain options, but also the usual first-year teething issues that come with any platform launch. I spent several months with one of these about three years ago, putting roughly eight thousand miles on it before I traded it in. Here's what that actually looked like.
The 2014 Chevy Impala LT A Comprehensive Review Of A Modern American Classic
The powertrain is where the year matters most. You could get the 2.4L Ecotec four-cylinder making 182 horsepower, or you could option the 3.6L V6 that produces 259 horsepower. The V6 is mated to a six-speed automatic (the 6T70). I went with the V6 because the four-cylinder was anemic and sounded like a lawnmower under hard acceleration. With the V6, it's a completely different car. The 3.6L V6 pairs reasonably well with the six-speed automatic, and shift times are average for the class. It's not sporty, but it's adequate for merging onto highways and passing slower traffic. One thing most reviewers miss about this particular engine and transmission combination is how much the transmission fluid degrades faster than GM's recommended intervals suggest. The owner's manual says check fluid at 100,000 miles or so, but I'd recommend changing it around 60,000 to 70,000 miles if you plan to keep the car past that point. The 6T70 is a robust design, but the valve body and solenoid pack take a beating if the fluid gets old and contaminated. I had a friend who hit 95,000 miles on the original fluid and the transmission started shuddering on downshifts. Not great. Interior fit and finish on the 2014 LT is decent but not great. The materials are soft in the right places, and the dashboard layout is driver-oriented, which is something you notice immediately. But the plastics on the lower doors and the center console area feel cheaper than they should. I also found that the infotainment system — the MyLink unit with the 8-inch screen — had occasional freezing issues, especially if you were using Apple CarPlay or Android Auto through the USB port. There was a software update that GM pushed out later in the model year, and if you're looking at a used one, make sure that update has been applied. It's available through a dealership.
Here's a specific problem I ran into that I haven't seen documented much elsewhere. The power sliding sunroof on the LT model developed a wind noise issue around 30,000 miles that sounded like a constant whistle at highway speeds. The glass and seals were fine — I had the dealer check them twice. The real culprit was the sunroof drain tube that connects to the C-pillar. One of the two rear drain tubes had become slightly detached from its coupling inside the door cavity, and water was essentially channeling through the trim in a way that created turbulence. The fix was getting under the rear interior trim panel, reconnecting the drain tube, and sealing it with a small amount of silicone. Cost me about twenty minutes and a five-dollar tube of silicone. Dealers would have charged you two hundred bucks for diagnostics and told you it was normal. Reliability-wise, the 2014 Impala LT is a mixed bag. The 3.6L V6 itself is generally solid, though there are known issues with the intake manifold runner control actuator on some early production vehicles. If your check engine light comes on with a code P2008 or P2004, that's likely the issue. It's an electrical problem with the actuator that controls the intake runners, and it doesn't typically leave you stranded — you'll just lose some low-end torque and see reduced fuel economy. Replacement runs about three hundred dollars in parts at an auto parts store, and the job takes about forty-five minutes on the engine bay side. No need to drop the engine or anything dramatic like that. Fuel economy is around 18 miles per gallon in the city and 29 on the highway with the V6. Real-world driving with a mix of both usually lands you somewhere between 21 and 23 mpg. That's competitive for a full-size sedan of this era. The four-cylinder version is better on paper but not by enough to justify the performance hit unless you're really sensitive about fuel costs. I got 23.5 mpg on a twelve hundred mile road trip, which included a lot of highway cruising at seventy-five miles per hour.
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The suspension is tuned for comfort, not sportiness. It handles potholes and bumps with ease, which is exactly what you want from a family sedan. But if you try to drive this car aggressively through a series of curves, you'll feel the body roll immediately. The stabilizer bars are undersized relative to the vehicle's weight. It's not a dealbreaker unless you're coming from a Mazda or a BMW. Most people in this segment aren't driving aggressively anyway. Braking is adequate. The standard rotors are ventilated in the front and solid in the rear. I found that the brakes tend to glaze a bit if you're doing a lot of mountain driving or stop-and-go traffic where you're using the brakes heavily. Just let them cool periodically on longer descents. The pedal feel is also a bit soft compared to some competitors, which means you'll press deeper than you expect. It takes some getting used to, especially if you've driven other cars recently. One advantage this car has over a lot of its competition is cabin space. The rear legroom is genuinely impressive for a mid-size sedan. My wife is five foot ten and she can sit behind her own driving position without folding into herself. That's a real selling point if you have adult passengers regularly.
The trunk is large too — about sixteen cubic feet. Enough for a couple of carry-on suitcases and some grocery bags without folding seats. The pass-through is there if you need it, though it's not huge. If you're considering buying one of these used, here's what I'd look at first: the transmission fluid condition, the sunroof drain tubes, the intake manifold runner actuator codes, and the infotainment software version. Also check the brake rotors for scoring, since replacement is a common wear item around 40,000 to 50,000 miles. And inspect the rear control arm bushings — they tend to crack and cause a clunking sound over bumps. A set of replacement bushings runs about eighty dollars for a pair, and the labor is minimal if you have a jack and some basic tools. Overall, the 2014 Impala LT is a reasonable choice in the used full-size sedan market. It's not exciting, it's not particularly refined, and it has some known quirks. But for the price, it offers a lot of car for the money, and the V6 powertrain is durable enough to last well beyond 100,000 miles with basic maintenance. Just don't expect it to be the most entertaining thing you've ever driven, and you'll probably be satisfied.
