Autoweek - 2014 LS3 Chevrolet Super Sport sedan
12-03-2013, 01:18 AM
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Autoweek - 2014 LS3 Chevrolet Super Sport sedan One of the best sedans we've driven in a long, long time
By: J.P. Vettraino on 12/02/2013
The 2014 Chevrolet SS is the first Chevrolet to take SS as a model name rather than a trim designation, and the first rear-drive Chevy sedan since the 1996 Impala SS.
No, the 2014 SS is not exclusively a Chevy at its core, or at least not a Chevy first and foremost. The billion or so spent developing this car will be recouped largely by the car it is based on, the Holden VF Commodore. The Commodore was Australia's best-selling car for 15 consecutive years.
The SS will ultimately represent a tiny sliver of GM's North American sales, providing the third leg under Chevy's performance stool with the Corvette and Camaro. SS chief engineer Dave Leone concedes that the SS “is not a high-volume car, in terms of its priorities and capability”.
The SS's centerpiece and first draw is Chevy's Gen IV LS3 V8 -- better known as the base engine in the outgoing C6 Corvette. Horsepower peaks at 415 and torque at 415 lb-ft, down 15 hp and 9 lb-ft from the 2013 Vette, thanks largely to the intake and exhaust paths. Its transmission is GM's 6L80 six-speed automatic -- also developed for the C6 and installed in the SS with the same with TAPshift sport electronics and identical ratios. A limited-slip rear-end comes standard, with a 3.27 final drive ratio.
The suspension isn't terribly fancy -- just fundamentally sound and well designed: MacPherson struts in front with dual lower links; an independent multilink arrangement rear, with coil-over shocks and three lateral ball joints per side. Compliance is managed with progressive rate shocks and springs rather than GM's adaptive Magnetic Ride Control (though the SS electrical architecture allows quick adaptation of MRC, and we wouldn't be surprised if we see it in the future). A range of aluminum suspension bits and body panels help keep the SS's center of gravity low and weight balanced 52 percent front, 48 percent rear.
The steering rack is mounted forward of the front wheel centers and boosted by a rack-mounted electric motor, connected with a belt. Electric assist enables Chevy's first self-parking program. More significantly, the belt adds an insulating element that allows more mechanical feedback from the rack, defined by back-driven resistance on the steering wheel.
The front brakes are supplied by Brembo, with 14-inch two-piece rotors and four-piston aluminum calipers. The wheels are forged and staggered, and the SS will come with summer-only Bridgestones--245/40ZR19 front, 275/35ZR19 rear. Those make it the first Chevy sedan offered only with ultra-high-performance tires and the NVH challenges they present.
It's sheer coincidence that the SS's length and wheelbase match the new Cadillac CTS. The CTS starts with GM's Alpha platform, shared with the compact Cadillac ATS and built in Lansing, Mich. The SS starts with Zeta, which in its previous iteration provided the foundation for the Camaro and Pontiac G8, and was concieved in Australia. Evolution from the last Zeta includes use of aluminum, a 66-pound weight reduction, new suspension layout and new electrical system.
The SS is big inside, with the same interior volume and 35 percent more trunk space than a Mercedes-Benz S-Class, according to the EPA, on a substantially shorter wheelbase. No one at Chevy is comparing the two, though the SS looks like good value at half the price of an S550. It's as quick off the line and faster (161 mph top speed) -- and we'd guess quicker 'round a racetrack, with more grip.
Straight up marketplace competition is limited. There's the V6-powered Ford Taurus SHO, which is smaller inside and heavier than the SS. The SS's only real direct competitor might be the Dodge Charger SRT8.
The Charger's larger, iron-block Hemi has the power advantage, with 55 hp and 55 lb-ft more than the SS LS3. The Dodge, on the other hand, weighs nearly 400 pounds more; with that, the power-to-weight ratio evens out dramatically. Brake specs are essentially identical. The Charger offers adaptive suspension. The SS has an extra gear in its automatic, a bit more tire, more standard equipment and $2,000 price edge.
SS, for Super Sport, was first applied to a $55 option package on the 1961 Impala, adding chassis reinforcement and stiffer springs. Over the years the badge has hung on Chevelle, Nova, El Camino, Monte Carlo, Silverado, Cobalt, HHR, etc. You can currently buy a Camaro SS. It's been a label that implies performance first, and that was the thinking with the model named SS. There is no less-powerful engine option or more luxurious LT trim.
At $44,470 including destination, the SS comes fully loaded standard with navigation, leather/Alcantara interior, head-up display and a safety suite that counts eight airbags, forward collision alert, lane departure warning, ad infinitum. Options are limited to a sunroof ($900) and full-size spare ($500). You can probably find one at larger Chevy stores now.
How's It Drive?
What's there to say about the LS3 V8 that hasn't been said? It's compact, it's not afraid to rev, and it's much better than acceptably smooth.
Most significantly, it delivers giant wads of torque right where you want it. In the SS, the transition from part throttle to full-on is sweetly smooth, without angry reaction from the rear end. This car tolerates bravado or silliness without vengeance. The transmission works for every purpose, be it lazy, comfortable self-shifting, precise, speedy manual operation or something in between. The traction/throttle and anti-skid electronics present a genuine scale in the car's reactions, from protective to well, you're on your own, kid. We'd guess that's a credit to the quality of the development drivers and engineers GM employs in Australia these days.
There probably isn't an enthusiast driver who would describe the SS's road-going demeanor as uncomfortable. The performance tires exact a toll in terms of rumble and chatter, to be sure, but they fit the SS's intent. The chassis is structurally solid, and it isn't sanitized for anyone's comfort or protection. This full-size Chevy is surprisingly light on its feet, and never feels big. It's civilized but not desensitized in any notable fashion.
That may be the biggest thing of all, or the biggest surprise to anyone who remembers the rear-drive Impala SS 18 years ago -- the balance. Balance here means less specifically weight balance and more the equal, consistent competence of the drivetrain, chassis, and overall dynamics. The sensitivity of the SS' steering or its reaction to throttle and brake inputs or the consistency of its opposite-corner tire patches don't fall off dramatically when it reaches the limits of grip. Call it organic or holistic or integrated. Whichever label you prefer, it was reserved for BMWs and a handful of other sedans when the 1996 Impala SS roamed the earth. Now it comes with a big ol' V8 and a bowtie.
Do I Want It?
If you like your baseball, hot dogs and apple pie with a trans-global twist, you absolutely do. At the very least you should be happy this car exists.
Yes, we're still rubbing our chins about the SS's appearance. Inside, the features and finish is rich, well worth its price. Outside, its proportions are classically rear-drive. The SS shows styling themes or cues that quickly confirm it as a Chevrolet. It isn't ugly, but its manifold creases and bright splashes are at least a little busy. In more subtle colors like Heron white or Mystic green, its appearance does not necessarily demonstrate its might.
And we wish it had a manual gearbox. From the engineering perspective, that would be as challenging as operating a robotic vacuum cleaner. The impediment lies in accounting ledgers.
Chevrolet will be very pleased with 4,000 SS deliveries a year. It's imagined foremost as a car for Corvette or Camaro lusters who need four doors and a real back seat, and it fits the bill, whatever its trans-cultural roots. All considered, the SS makes us want to wave the flag. We haven't been this excited about an American sedan in a long time.
On Sale: Now
Price: $44,470
Drivetrain: 6.2-liter V8, 415 hp, 450 lb-ft six-speed automatic transmission
Curb Weight: 3,975 lbs
0-60 mph: 5.0 sec
AW Observed Fuel Economy: 20.4 mpg
By: J.P. Vettraino on 12/02/2013
The 2014 Chevrolet SS is the first Chevrolet to take SS as a model name rather than a trim designation, and the first rear-drive Chevy sedan since the 1996 Impala SS.
No, the 2014 SS is not exclusively a Chevy at its core, or at least not a Chevy first and foremost. The billion or so spent developing this car will be recouped largely by the car it is based on, the Holden VF Commodore. The Commodore was Australia's best-selling car for 15 consecutive years.
The SS will ultimately represent a tiny sliver of GM's North American sales, providing the third leg under Chevy's performance stool with the Corvette and Camaro. SS chief engineer Dave Leone concedes that the SS “is not a high-volume car, in terms of its priorities and capability”.
The SS's centerpiece and first draw is Chevy's Gen IV LS3 V8 -- better known as the base engine in the outgoing C6 Corvette. Horsepower peaks at 415 and torque at 415 lb-ft, down 15 hp and 9 lb-ft from the 2013 Vette, thanks largely to the intake and exhaust paths. Its transmission is GM's 6L80 six-speed automatic -- also developed for the C6 and installed in the SS with the same with TAPshift sport electronics and identical ratios. A limited-slip rear-end comes standard, with a 3.27 final drive ratio.
The suspension isn't terribly fancy -- just fundamentally sound and well designed: MacPherson struts in front with dual lower links; an independent multilink arrangement rear, with coil-over shocks and three lateral ball joints per side. Compliance is managed with progressive rate shocks and springs rather than GM's adaptive Magnetic Ride Control (though the SS electrical architecture allows quick adaptation of MRC, and we wouldn't be surprised if we see it in the future). A range of aluminum suspension bits and body panels help keep the SS's center of gravity low and weight balanced 52 percent front, 48 percent rear.
The steering rack is mounted forward of the front wheel centers and boosted by a rack-mounted electric motor, connected with a belt. Electric assist enables Chevy's first self-parking program. More significantly, the belt adds an insulating element that allows more mechanical feedback from the rack, defined by back-driven resistance on the steering wheel.
The front brakes are supplied by Brembo, with 14-inch two-piece rotors and four-piston aluminum calipers. The wheels are forged and staggered, and the SS will come with summer-only Bridgestones--245/40ZR19 front, 275/35ZR19 rear. Those make it the first Chevy sedan offered only with ultra-high-performance tires and the NVH challenges they present.
It's sheer coincidence that the SS's length and wheelbase match the new Cadillac CTS. The CTS starts with GM's Alpha platform, shared with the compact Cadillac ATS and built in Lansing, Mich. The SS starts with Zeta, which in its previous iteration provided the foundation for the Camaro and Pontiac G8, and was concieved in Australia. Evolution from the last Zeta includes use of aluminum, a 66-pound weight reduction, new suspension layout and new electrical system.
The SS is big inside, with the same interior volume and 35 percent more trunk space than a Mercedes-Benz S-Class, according to the EPA, on a substantially shorter wheelbase. No one at Chevy is comparing the two, though the SS looks like good value at half the price of an S550. It's as quick off the line and faster (161 mph top speed) -- and we'd guess quicker 'round a racetrack, with more grip.
Straight up marketplace competition is limited. There's the V6-powered Ford Taurus SHO, which is smaller inside and heavier than the SS. The SS's only real direct competitor might be the Dodge Charger SRT8.
The Charger's larger, iron-block Hemi has the power advantage, with 55 hp and 55 lb-ft more than the SS LS3. The Dodge, on the other hand, weighs nearly 400 pounds more; with that, the power-to-weight ratio evens out dramatically. Brake specs are essentially identical. The Charger offers adaptive suspension. The SS has an extra gear in its automatic, a bit more tire, more standard equipment and $2,000 price edge.
SS, for Super Sport, was first applied to a $55 option package on the 1961 Impala, adding chassis reinforcement and stiffer springs. Over the years the badge has hung on Chevelle, Nova, El Camino, Monte Carlo, Silverado, Cobalt, HHR, etc. You can currently buy a Camaro SS. It's been a label that implies performance first, and that was the thinking with the model named SS. There is no less-powerful engine option or more luxurious LT trim.
At $44,470 including destination, the SS comes fully loaded standard with navigation, leather/Alcantara interior, head-up display and a safety suite that counts eight airbags, forward collision alert, lane departure warning, ad infinitum. Options are limited to a sunroof ($900) and full-size spare ($500). You can probably find one at larger Chevy stores now.
How's It Drive?
What's there to say about the LS3 V8 that hasn't been said? It's compact, it's not afraid to rev, and it's much better than acceptably smooth.
Most significantly, it delivers giant wads of torque right where you want it. In the SS, the transition from part throttle to full-on is sweetly smooth, without angry reaction from the rear end. This car tolerates bravado or silliness without vengeance. The transmission works for every purpose, be it lazy, comfortable self-shifting, precise, speedy manual operation or something in between. The traction/throttle and anti-skid electronics present a genuine scale in the car's reactions, from protective to well, you're on your own, kid. We'd guess that's a credit to the quality of the development drivers and engineers GM employs in Australia these days.
There probably isn't an enthusiast driver who would describe the SS's road-going demeanor as uncomfortable. The performance tires exact a toll in terms of rumble and chatter, to be sure, but they fit the SS's intent. The chassis is structurally solid, and it isn't sanitized for anyone's comfort or protection. This full-size Chevy is surprisingly light on its feet, and never feels big. It's civilized but not desensitized in any notable fashion.
That may be the biggest thing of all, or the biggest surprise to anyone who remembers the rear-drive Impala SS 18 years ago -- the balance. Balance here means less specifically weight balance and more the equal, consistent competence of the drivetrain, chassis, and overall dynamics. The sensitivity of the SS' steering or its reaction to throttle and brake inputs or the consistency of its opposite-corner tire patches don't fall off dramatically when it reaches the limits of grip. Call it organic or holistic or integrated. Whichever label you prefer, it was reserved for BMWs and a handful of other sedans when the 1996 Impala SS roamed the earth. Now it comes with a big ol' V8 and a bowtie.
Do I Want It?
If you like your baseball, hot dogs and apple pie with a trans-global twist, you absolutely do. At the very least you should be happy this car exists.
Yes, we're still rubbing our chins about the SS's appearance. Inside, the features and finish is rich, well worth its price. Outside, its proportions are classically rear-drive. The SS shows styling themes or cues that quickly confirm it as a Chevrolet. It isn't ugly, but its manifold creases and bright splashes are at least a little busy. In more subtle colors like Heron white or Mystic green, its appearance does not necessarily demonstrate its might.
And we wish it had a manual gearbox. From the engineering perspective, that would be as challenging as operating a robotic vacuum cleaner. The impediment lies in accounting ledgers.
Chevrolet will be very pleased with 4,000 SS deliveries a year. It's imagined foremost as a car for Corvette or Camaro lusters who need four doors and a real back seat, and it fits the bill, whatever its trans-cultural roots. All considered, the SS makes us want to wave the flag. We haven't been this excited about an American sedan in a long time.
On Sale: Now
Price: $44,470
Drivetrain: 6.2-liter V8, 415 hp, 450 lb-ft six-speed automatic transmission
Curb Weight: 3,975 lbs
0-60 mph: 5.0 sec
AW Observed Fuel Economy: 20.4 mpg
