The headliner is nicely padded. Chevy says this design will pass the federal head injury requirements scheduled to come into effect for all cars in 2003. A seat-mounted side-impact airbag is standard on LS and available as part of several option packages on the base model.

The Impala delivers excellent value among mid-size sedans, with decent handling, immediately recognizable design cues, and a long list of amenities. It honors the heritage of the original Impala, without reviving the old car's excessive bulk. For a younger generation who never knew the older car, Impala will mean something entirely different.

The Impala looks bigger than it is, thanks to its upright windows and roof pillars and relatively long greenhouse. The Impala is a whopping nine inches shorter than a Dodge Intrepid, yet it's slightly larger in total interior volume.

The most significant styling cues are the headlight and taillight clusters, which use a unique combination of round lights clearly visible from behind trapezoidal covers. It's an aggressive look for a Chevy sedan, so you'll easily spot an Impala in traffic. If you don't like the boy-racer spoiler on the deck lid of the LS, you can delete it for a $175 credit.

The new Impala feels like a big luxury car, even compared to a Ford Crown Victoria or Toyota Avalon. The Crown Victoria seems unrefined when you drive the two back-to-back. The Toyota feels bland by comparison.

The view out of the Impala is good, and particularly helpful are the small quarter windows that split the rear pillars. The creases on the hood give a good perspective for judging where the front of the car is, handy for parking a big car in compact spaces. The rear deck lid seems high, however, so care is required when backing up.

Handling is surprisingly quick and sharp. This is not the wallowing, live-axle barge from the 1960s. One reason is the use of a huge aluminum engine-cradle subframe, isolating vibrations while allowing for a more rigid structure. A monster dashboard bulkhead made of light and strong magnesium adds to rigidity, giving the car a robust feel. The engine cradle and dashboard structure lock the steering shaft down rigidly, so there are no excess wiggly movements. Chevy says a new link between the steering column and the steering gear contributes to better on-center feel at the wheel. Both base and LS models benefit from a strut brace in front, as well as anti-roll bars front and rear. This type of hardware is usually found only on sports sedans.

On the road, the steering feels good, better than the Toyota Avalon's. The LS we tested felt particularly good, with its quicker steering ratio.

Likewise, the brake pedal feels firm and responsive. Braking is smooth and steady, and we applaud Chevy's decision to use discs at all four wheels, even on the base model.

Acceleration is brisk, especially with the more powerful 3.8-liter engine. (There's also just enough torque steer, felt as a slight tug on the steering wheel whenever you stomp down on the gas pedal, to remind you that this is a front-wheel-drive car.) The Impala is the least-expensive GM car powered by this gutsy pushrod engine. Chevy claims it will accelerate to 60 mph in 7.7 seconds, which is quick for this class.

Police-package Impalas will get the higher-ratio gearing from the Grand Prix, and should be quicker still. The cops may even learn to like this car, even though front-drivers are still looked down upon by many of America's men in blue. The front steering knuckles for police versions are made of steel instead of weight-saving aluminum, though Chevy says the aluminum knuckles (and the rest of the car) exceeded durability tests.

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