mmarshall

Here is my updated review of this vehicle, with an added test-drive. Previously, I could only post a static (showroom) review of it.



MM Full-Review: 2014 Chevrolet SS

By CL member-request (and my own interest), a Review of the 2014 Chevrolet SS
http://www.chevrolet.com/ss-sports-sedan.html

IN A NUTSHELL: A nicer, updated Pontiac/Holden G8 GT, for those who mourned its loss.

CLOSEST AMERICAN-MARKET COMPETITORS: Dodge Charger R/T / SRT-8, Chrysler 300 Hemi / SRT-8.































OVERVIEW:

In 1932, Ford decided to mass-produce the first low-cost V8 engine (the classic Flathead), and it became a sensation in the Model A and subsequent vehicles. But it was Chevrolet, in 1955, that introduced and perfected the (arguably) first modern mass-produced V8 engine for low-priced cars. Earlier attempts, such as the Oldsmobile "Rocket" V8s of the late 1940s and early 50s, had generally been confined to sedans and coupes in a higher price range than your typical Chevy, which putt-putted around with slug-like in-line sixes. The original 265 cubic inch (4.4L) V8 of 1955 was a sensation, and also helped provide some salvation for the first-generation Corvette, which, in 1953-54, had been a joke with its 150 HP in-line six and 2-speed automatic transmission. The small-block Chevy V8 went on to become one of the company's most popular engines of all time....later being bored out and/or reworked to 283, 307, 327, 350 c.i., and a special 302 c.i. for the late-60s Camaro Z28. Larger-block V8s, of course, were also produced, in 396, 409, 427, and 454 c.i., which were also immensely popular in 60s-vintage Chevy muscle-cars, though the end of the muscle-car age in the 1970s killed most of them off.

Today's Australian (Holden)-platform Chevy SS traces its roots to the classic 1955 Chevy Bel-Air and the (then) all-new Chevy 265 V8. The even better-looking and superb 1957 model (with the larger 283) went on to become arguably THE most classic auto-symbol of the 1950s (except possibly for the way over-garish 1959 Cadillac and its outrageous fins). A year later, in 1958, the new, larger Chevy Impala debuted with its quad-headlights. Previously, the Biscayne had been Chevy's entry-level model, with the Bel Air the step-up option. Those two trim lines were retained, but the Impala was the new flagship until the Caprice was introduced in the mid-1960s.

In the early 1960s, the desire of the Detroit firms to market to the enormous Baby-Boom generation (the oldest of whom were just reaching driving age) led to the first full-size Chevy SS (Super Sport) models in the Impala line with the big-block 409 stuffed in. The Impala SS became a classic Friday/Saturday night touring (and drag-racing) car, and was enormously popular, despite growing competition from Pontiac's new mid-size GTO and other mid-size muscle-cars later. Hit songs from groups like the Beach Boys and Jan and Dean were written about both the Chevy 409 SS and the GTO. The 409 could (and did) hold its own on the local drag-strips, but its light weight and somewhat thin block-casting led to a large number of engine-failures under abuse...it lacked the structural rigidity of comparable big-block Ford/Chrysler V8s, and, with its classic short stroke, also revved to higher RPMs.

The Seventies, of course, brought the end of both full-size and mid-size/compact muscle-cars, though the Mustang and Camaro soldered on with greatly emasculated power-plants. The full-size Chevy sedans, along with their full-sized GM cousins, were downsized in 1977, and then downsized several more times in coming years and decades. Build-quality declined as GM, under the notorious Roger Smith, became steadily more interested in the bottom line than in customer satisfaction. Drive-wheels shifted from rear to front in the mid-1980s, though from 1991 to 1996 a large RWD Caprice/Impala SS was put into production along with ta sister Buick Roadmaster and Cadillac Fleetwood until GM decided to cannibalize the plant for truck/SUV production.

After that, some smaller FWD Impalas were done (including a hastily-done and rather unimpressive FWD SS with a transverse-mount small V8). For the most part, these were second-class (and even third-class) rental-grade vehicles that often started to fall apart after a couple of years. (However, don't confuse those earlier unimpressive Impalas with the superb new FWD 2014 Impala, which is totally different and light-years ahead of them). Also came the RWD 2004 Pontiac GTO with its big 6.2L big-block GM V8, done on an Australian Holden Monaro platform, and the later RWD Pontiac G8 GT, done on the slightly larger Holden Commodore platform. The GTO died after only four years or so from low sales (many thought it looked like a rental car, but I disagreed, especially after the retro twin hood scoops were added), and the G8 died with Pontiac's demise after the GM buyout/reorganization.

I liked the G8 GT overall, and did a full-review of it, though I found its all-coal-black interior and cheapish parts inside to be rather unimpressive. Still, it was fun to drive, and brought back at least a tad of that 1960s SS-feel with the big full-sized RWD sedans, though, of course, it was nowhere near the size of those 1960s dinosaurs. There weren't many G8 takers, as, like the GTO, its sales were rather mundane, but those who liked the G8 really missed it.

Well, G8 lovers, your ship has returned, though this time wearing a Chevy bow-tie and a fairly stiff price. IMO it has a significantly better interior than the G8, though the SS's interior, even with some chrome and better trim, is still a little darkish inside (more on that below). Strong rumor has it that Buick will do a Grand National/GNX version of the new SS, but Buick officials are mum on that (I couldn't pry it out of them at the D.C. Auto Show). This new Commodore platform for the SS is, of course, a somewhat updated version of the one that the G8 was based on, but, overall, is not that much different. In Europe, a Vauxhall Maloo version of the Commodore platform (a two-door with a truck-bed, similar to the old Chevy El Camino, is marketed, but there are no plans to bring that here to America as a new El Camino, even though one was considered for Pontiac before the division folded, and, IMO, would fit right into the Chevy line.

For 2014, the SS marketing is quite simple. Only one basic version of the SS is offered, a four-door sedan with the big 6.2L LS3 V8 of 415 HP and 415 ft-lbs. of torque, a 6-speed Sport-Shift automatic, and 3.27 limited-slip differential...the grandson of the old Posi-Traction Chevy differential of the 60s. Base price is $43,475, so this car isn't cheap, and you will have to open your wallet.....I suspect that some dealerships will ask more than list, at least for awhile. IMO, the new SS currently represents the only true large RWD American-nameplate competition to Hemi/SRT-8 versions of the Dodge Charger and Chrysler 300, which, for the last several years, have pretty much had this market to themselves. They aren't cheap, either, BTW, and the Charger sells roughly in the SS's price-range. Those SS enthusiasts from the 60s (mostly from my generation) may wish that the new one offered a true 3-pedal manual like the ones from the 60's. But, of course, in many areas of the country, driving conditions (and congestion) have radically changed in the last 50 years, and manual transmissions just aren't suited to today's gridlock and stop/go conditions.

The Chevy/Buick/GMC dealership I was at for the review was quite large (one of the largest on the East Coast, and the same place I had bought my Verano). It had a nice white SS (along with about a dozen other vehicles) in the big showroom. With it being a cool damp cloudy day outside with light rain, and no other ones outside, I did the static review on the white one in the showroom, a very nice car, I might add. Like I said earlier, I'll do the test-drive when more become available.

***********************************************************

Well, today, (Friday, June 13), I got my chance. I thought I was going to have to wait for a 2015 model, when the supply may become more plentiful, but I got a lucky break today. I was back at the dealership with my Verano for a state-required safety inspection (once a year in Virginia)...my dealership does them free for its customers as a nice perk, even though it does normally carry a charge. The salesperson I had bought my Verano from saw me there and asked me "Mike, do you still want to test-drive that white SS you looked at a couple of weeks ago?" I said "You're kidding me. You haven't sold it yet?....I don't believe it". He said "One of my colleagues wrote up a deal on it, but the deal didn't go through. We're taking it out of the showroom right now and putting it on the lot". It's back on the market". And we wasn't kidding...they were rolling it out through the big glass doors just as I arrived. He got the key, a dealer-plate, and said "Enjoy it". (He knew I would without abusing the car). Obviously, I jumped at the chance.

*************************************************************

MODEL REVIEWED: 2014 Chevrolet SS

BASE PRICE: $43,475

FEDERAL GAS GUZZLER TAX: $1300


OPTIONS:

Full-size Spare Tire/Wheel: $500

Power Sunroof: $900


DESTINATION/FREIGHT: $995 (steep, but this is a fairly large heavy car by today's standards)

TOTAL: $47,170

FACTORY REBATE: -$500 (Guess what?....that pays for the spare tire)

LIST PRICE AS REVIEWED: $46,670


DRIVETRAIN: RWD, Longitudinally-mounted 6.2L LS3 V8, 415 HP @ 5900 RPM, Torque 415 Ft-lbs. @ 4600 RPM, 6-speed Sport-Shift automatic transmission with paddle-controls, 3.27 Limited-Slip differential.

EPA MILEAGE RATING: 14 City, 21 Highway

EXTERIOR COLOR: Heron White

INTERIOR: Black Leather Sport seats with red SS logo.



PLUSSES:


Plenty of torque if you mash it.

Smooth, refined automatic and shift-lever action.

Butter-smooth power steering.

Flat cornering with very little body-roll.

Relatively fast steering response for such a large car.

Finally, the Hemi Charger and 300 have some REAL competition.

Handsome (IMO) body styling.

Just what the old Pontiac G8 GT fans were waiting for.

Nice gas strut for the hood instead of manual prop-rod.

Rock-solid body sheet metal by today's standards.

Well-done pant job.

Excellent, well-done interior hardware.

Impressively solid workmanship/materials inside.

Excellently-done heads-up graphic speedometer display in the windshield.

Fairly easy-to-use controls/buttons/*****.

Very nice stereo sound (but not a killer)

A real spare tire/wheel (but it is a $500 option).



MINUSES:


Unlike many big V8s, needs some revs for max grunt.

Occasionally shaky idle.

No AWD option for bad weather like on the Dodge Charger/Chrysler 300.

6-speed automatic tuned more for smoothness than power.

Stiff (but not harsh) ride.....helped by the long wheelbase and large size.

Noisy exhaust, especially upon acceleration. (common for sport-sedans, though)

Fairly stiff base price (but this is also the case for its competition).

Subject to Federal Gas Guzzler Tax.

Fairly low ground clearance from the lower-body fairings.

Only a fair underhood layout for Do-it-Yourselfers.

Paint and interior color-choices far too limited.

Sport-oriented front seat-bolsters a little too narrow for wide rumps/torsos.

So-so trunk/cargo-area trim for the price.



EXTERIOR:

Even from the very first glance, there's no mistaking where the basic design of the SS came from. Just like its Pontiac G8 GT predecessor, most of it is taken from GM's Australian Holden Commodore, and there are marked similarities in the SS's body, roofline, and rear end to both the G8 and Commodore. Up front, however, is a classic Chevy grille/front end and bow-tie emblem (I like the way Chevy does the bow tie in gold on its products). The body sheet metal seems very strong by today's standards (perhaps from its Australian origin), but the front and rear doors, while reasonably solid-feeling, don't close with nearly as much of a thud as you would expect. But the hood and trunk do....more on that below. The paint job, like on most newer GM products, is quite well-done, though the choice of only six exterior colors and one interior color (black) is, IMO, disappointing for a car of this price-range. On top of that, the SS lacks the former G8 GT's choice of some pretty nice cheerful colors, and, has only one color that will actually keep you awake....bright red (RedHot2). On each front fender is a nice chrome vent-assembly...a sport-painted one is an option, but I prefer the chrome. The twin side-mirror housings swivel/snap/lock east, smoothly,and precisely. The lower-body fairings, though, typical for sport-sedans, tend to lower the ground-clearance of the car, so some extra care may need to be taken on ramps, humps, speed-bumps, etc..... And, as usual, there was no body-side molding to protect the paint in parking-lots, although GM is starting to bring that feature back on some of its products as an option.

Overall, though, very nice job on the outside. I was impressed. This is, IMO, a very handsome car.



UNDERHOOD:

Open the SOLID hood (it shuts like the Rock of Gibraltar), and a single large gas strut on the right side holds it up for you.....no fumbling with a manual prop-rod. On the underside of the hood is the usual sound-insulation pad. The big, longitudinally-mounted 6.2L LS3 V8 fits in fairly well, and, even with the large plastic engine cover (a special sport-red engine cover is optional), there is at least some room around the edges to reach lower components towards the front of the block. Dipsticks, filler-caps, and fluid-reservoirs are generally readily-accessible. But covers block access to most of the rest of the underhood items.



INTERIOR:

Nice as the exterior is, the SS's interior is, IMO, as nice or better, even limited to only one color choice. I found only one or two very minor complaints, though one is not unusual for sport-oriented vehicles. The seat-bolsters/cushions up front are a little narrow for wide torsos/rumps like mine (and this car is supposed to be for big American Baby-Boomers who drove the original Impala SS half a century ago). But it is still marginal, and I can fit in, even if my rump isn't quite as comfortable as it should be.

But virtually everything else inside impresses in one form or another. There is adequate headroom, even with the sunroof housing, both up front and in the rear for guys my height (6' 2") and a cap. Legroom in the back is not limo-like, but will generally do for most adults. The sun visors and celling-liner use a nice fabric covering that is fairly pleasant to the touch. The sport-oriented steering wheel is very well-done, comfortable to hold, and has nice trim. The large chrome-trim bars in the center of the dash are solid, well-finished, and well-applied. The air vents have solid-feeling adjusters with rubber finger-grips on them. The glove box door shuts with a solid feel and latches securely.....something you don't always see in new vehicles today. The black leather on the seats is smooth, nice-feeling, yet doesn't feel overly-slippery or make you slide around in the seat. Up high on the seat-backs are nice red SS emblems befitting the car's image. On the right-front dash, in front of the passenger, is a nice suede-like material, with a padded-surface above that. and another red SS logo. The gauges are well-designed and easy to read, though their bright-red-lit needle-markers may be a little overdone for my tastes. Virtually all of the hardware, *****/buttons, and primary controls feel solid and well-attached, and the high-quality trim materials all seem nice, solid, and well-attached. The stereo sound quality is very good, though I wouldn't place it in the killer class.

Nice job, Chevy/Holden. The bean-counters on this car definitely did NOT cut corners inside on materials, except perhaps with the single black color choice which makes it overly-dark and monotone for my tastes, but the chrome strips help. And, of course, that high-quality interior is reflected somewhat in the car's base price.


CARGO COMPARTMENT/TRUNK:

Open up the solid (yes, I mean SOLID) trunk lid, and it flips up past vertical on nice, pleasantly-damped, articulated hinges to keep your head out of the way. Inside is a fairly good amount of cargo space, but that is to be expected given the car's size. There's a nice fabric net attached across the back of the trunk to help hold some items in place. The fairly thin dark gray fabric covering on the trunk floor and walls is better-feeling then bare hard plastic, but not particularly nice for a car of this class. When I lifted the floor-cover up, though, and looked underneath, I almost went into shock. There was a REAL spare tire, mounted on a REAL matching chrome-alloy wheel. I thought for a second that maybe I hadn't had enough coffee that morning (or too much)....until I looked at the price sticker on the window and saw it was a $500 option, replacing the standard compressed-air bottle. Still, the factory gives you a $500 rebate on an SS purchase......just enough to cover the cost of the tire.



ON THE ROAD:

Start up the big 6.2L LS3 V8 with an engine START/STOP button...pretty much standard for a car in this class. The resultant idle varies from smooth to some occasional shakes and bumps, and the noisy exhaust lets you know you are in a sport sedan. No, this is not a Lexus LS460.....not even close. On the road, the exhaust, of course, remains noisy, though, considering this is a classic sports sedan, some noise is to be expected. The V8's torque curve, though not terribly peaky, is not as flat as with many of the old push-rod Chevy V8s in the past, and it takes some revs to get maximum grunt....because it was a brand-new engine, of course, I didn't overdo it past 4500. When the grunt does come, though, you know it....this car gets out of its own way. It pushes you back significantly into your seat, though some of the power felt like it was getting lost in the transmission....more on that in a second.

The 6-speed automatic was the usual combination of GM smoothness/refinement and fairly wide ratios. I liked the fore/aft movement of the shift-lever without annoying (IMO) zig-zags. There's a manual Sport-Shift function available, of course (with either lever or paddles). In regular or auto-manual mode, though, the automatic seemed like it was programmed more for smoothness and refinement in its shifting (which is the way I like it) rather than firmly for the most efficient power-transfer to the drive wheels. Of course, this was not meant to be a Cadillac DTS, so, for this type of car, the transmission could maybe (?) use a little more positiveness in its shifts. I could drive it just the way it is, though, with no complaint.

I expected the chassis to be more or less like the old Pontiac G8, which it was, although with some added refinement and precision. The steering response was quick for a large car this size, being limited mainly by the weight of the big engine up front. There was very little body roll/lean, and the steering action was butter-smooth. Overall, the car felt solid on the road, like it was carved out of a block of granite. Handling seemed a little more precise than what I remember it on the Pontiac G8, perhaps because of the larger wheels, lower-profile tires (40 front, 35 rear), and updated suspension on the SS. Road and wind noise seemed well-controlled, though it was often hard to tell because of the noisy exhaust. Ride comfort seemed quite stiff at first...upon checking the tire-pressure sensor indicators, I found that the PDI guys hadn't adjusted the PSIs like they are supposed to when it was delivered off the transporter (they SAY they do, but often, in fact, they don't). Bleeding some air out of the tires down to about where they were supposed to be helped some, but the ride comfort was still a little firmer than I'd like. Still, of course, I realize that most of the people buying this car will want a firm chassis, not a plush highway cruiser. Though the brake pedal was not quite ideally-located for my big size 15 clown-shoe going from gas to brake, I had no major problems with it, and braking action, of course, was about what you would expect from the big 4-piston Brembo package that is standard.



THE VERDICT:

Though it's not quite the car for me, I have to admit that, like with its FWD, more-plush sister Impala, Chevy has done a superb job with this car. The base price is rather stiff for a Chevy sedan, but this car may be worth it. Power is there if you need it and push the pedal firmly, the chassis is well-designed, Fit/finish are first-rate, nice materials are used inside and out, and the white paint job was excellent. If the production numbers get there (which they aren't yet) this car should definitely compete very well with the V8 Hemi Chargers and Chrysler 300.

But, for a sport-sedan, the transmission needs some reprogramming, the torque curve could be a little flatter, and maybe a (slightly) faster steering-rack ratio. Front-seat cushions could be let out a little more for big American butts. And, IMO, Chevy needs to consider an AWD version.........currently, that is a major selling point for the two competing Chrysler products.

As always......Happy car-shopping.

MM
__________________

pbm317

AWD accounts for less than 25% of the overall Chrysler 300 build plan, and even smaller percentage when you look at just the V8 engine.

This SS is going to be such a small volume vehicle anyways, that the likely intended buyer doesn't care for, nor want, AWD.

mmarshall

Higher SS production totals, though, are strongly-rumored for 2015, despite the general pullback of GM from Australian-based products.

FrankReynoldsCPA

IMO the big selling point for the 300/Charger is the HEMI.

mmarshall

That's part of it, but also their far better fit/finish and build-quality compared to the previous-generation models. Both of these cars (and the SS) now use nice materials inside and out.

Also, don't forget that, unlike the SS, the Charger/300 are (as of now) built in greater numbers, offer a choice of two different Hemis, and a choice of RWD/AWD on all versions. Unfortunately, like the SS, neither the Charger nor 300 seem to offer any conventional 3-pedal manual transmissions.

pbm317

Original targets are 3,000 to 5,000. Again, the people who REALLY want this, will be ok with/prefer RWD. Even at "higher" totals that you think are rumored, it will likely still be to placate any additional demand for a RWD variant.

GM is not going to push this car to the ~100,000 units that the Charger and 300 combine for.

mmarshall

If people are buying it simply as a second car or as a weekend toy, and aren't going to take out much in bad weather, I'd agree with you. Once you've experienced car-based AWD in bad conditions, though, it can have an addicting effect. That's one reason why Subarus are so popular with repeat-buyers. 47K, though,is a a lot of money to spend on a nice new car that you are regularly going to subject to snow, sand, salt, and abrasives on the road and screw up the paint job.

GM is not going to push this car to the ~100,000 units that the Charger and 300 combine for.[/QUOTE]

GM also has a history of lousy marketing. They did the same thing with the Camaro SS several years ago....despite high demand, restricting it to a few thousand units the first year, and not much more than that the second, while the Mustang GT and Challenger RT wiped the floor with it in sales. And that's one reason WHY the Mustang and Challenger so strongly outsold it the first two years........they simply were available, while the Camaro was not.

In fact, it's almost a fluke that I got to test-drive this car at all. Most local Chevy shops in this area only get one or two a month, usually pre-sold. This one not only sat in the showroom for a while, but, when it WAS sold, the deal had a problem and wasn't finalized.

yowps3

All of GM's engine, including their V6 & V8 exhibit a shake & vibration sensation

The Japanese are the only ones who make silken engines..

mmarshall

No, I disagree. This is the only modern GM power plant I've experienced that behaved like this at idle.....even compared to normal 4-cylinder idle-vibrations. In fact, I'm thinking it might not really be the engine itself, but some water drops in the fuel. Water in the fuel can cause engine misfires and that type of vibration.

LexBob2

That's a (too) wide brush you are painting with.

mmarshall

Have you driven a BMW in-line six?

Hoovey689

iTrader: (16)

Agreed.

Italian V8's are pretty smooth too

yowps3

They say I-6 are smooth and I agree the general design of them would dictate that they be smooth, but for some reason the BMW I-6 & Fords Barra I-6 are no where near as smooth as ;

2GR-FE
2GR-FSE
1MZ-FE
2AZ-FE (4-pot)

Honda 3.5L
VQ30DE
VQ35DE
etc

The High-feature V6 maybe quieter at idle (less dB) but the sounds and general harmonics of it are not smooth and pleasant. Instead it sounds harsh, strained and coarse.

mmarshall

A fire in the SS pace car used at Daytona this year made some publicity, but it occurred in an aftermarket, NASCAR-fitted light-assembly on the trunk, not with GM-original equipment on it from the factory.

http://www.autoblog.com/2014/02/16/c...daytona-video/

geko29

Sorry, I have to completely disagree. The 2GR-FE in my RX350 is NOWHERE NEAR as smooth as the M52TU in my old E46. At idle it might be somewhat close, but under power there's no contest. Same goes for the 4GR-FSE in numerous IS service loaners we've had (I realize you didn't list this one, but it is very similar and I haven't gotten an IS/GS350 loaner to make the comparison). The 2GR-FE is indeed smoother than the M57 in my 335d, but I'd not say that "smoother than a turbodiesel" is high praise.

That said, the VQ35 in my father in law's Murano is indeed as smooth as butter though, particularly at idle. We have accidentally left it running before.