2014 Chevrolet SS

The fundamentals of a great sedan design are all here, though, and we appreciate how the SS feels tasteful, not overwrought (we'll leave that to the Camaro, right?).

The upside is that with staggered wheels, a low, wedgy shape, and a tapered, teardrop-like greenhouse, the new SS looks both muscle-car-like and sleek, while the big bow-tie grille calls it out as a Chevrolet.The classic three-box sport-sedan proportions and low hoodline also keep this sedan in fine form. The down side is simply that the SS is bland. It's mired in anonymity; and to pound one more nail in, it's really not as eye-catching, inside or out, as the all-new Impala that reached dealerships this year. And that factor might really limit the SS's appeal.

Inside, the SS has more of a cockpit-like layout than other current models from the Chevy stable (with ice-blue lighting). Thick, supportive sport seats, an upright, no-nonsense gauge cluster, and a very thick steering-wheel all add to the serious performance look.

And for the most part it delivers on that. It's pretty impressive given how the SS doesn't have any tricks up its sleeve in the way of multi-mode steering, an adjustable suspension, or even dual-path/adaptive dampers. It's just been really well calibrated—with the goods to take on serious driving roads, yet just enough comfort for those in areas with relatively good road quality.

The big 6.2 [can we call it the SS 376?] has loads of tire-smoking torque on tap from a standstill, with the right bassy bellow to match—and a crackling intensity at higher revs—but thanks to a nice, linear throttle feel you can take off in a careful, controlled manner if you want. It also permits you to roll neatly onto the accelerator out of corners to not upset its balance. And on that subject, we also appreciate how when you manually select gears, the transmission will hold higher gears even if you floor the accelerator (or summon a downshift as soon as it's within the rev range when slowing down).

The six-speed automatic is smooth and isolated during gentle takeoffs and typical commuting conditions, although when you look to tap into the potential of the mammoth, surprisingly rev-happy V-8, the transmission falls short and ends up feeling like the weak link. It simply doesn't have the performance coordination and finesse of the rest of the powertrain and chassis and feels fit for a comfort car, not a performance sedan. Whether a stomp to the floor or a click of the steering-wheel paddle, it's met with a pause that's often too long. Ratios feel very tall for a performance model, as well.

Transmission aside, the SS is presented in a convincing way for enthusiastic—even track—driving, with Brembo front brakes that include four-piston actuation and two-piece rotors and calipers (rear brakes are solid discs). The weight distribution is nearly 50/50 (52/48); and the center of mass is kept low thanks to an aluminum hood and deck lid, among other things. Forged 19-inch aluminum wheels help set a strong stance and are shod in staggered-width Bridgestone summer-performance—245/40ZR19 in front, 275/35ZR19 at the rear.

Curb weight, at 3,975 pounds, is on the hefty side, so it's certainly not overweight relative to the competition; yet one of the first impressions as the road tightens and you push faster is that you're throwing a lot of weight around.

Chevy recommends Blizzak2 winter tires for those in the Snow Belt, by the way, and we think those a little farther south will want to go for that too.

There are a few details that could use more polish in the SS. The steering wheel itself feels almost impractically thick. And the so-called TAPshift paddles for manual control feel more like wobbly buttons on the back of the steering wheel than satisfying paddle-shifters. But we do like the rack-mounted electric power steering here—a new unit from Korean supplier Mando, co-developed by GM. It loads up nicely, with a hefty but settled feel on center as well.

Brakes also felt strong—easy to modulate and with a firmer pedal compared to most other GM products. But one of the test cars we drove already had pulsating brakes from a day of hard on-the-road driving, so we're curious how they hold up out on the track.

Aggressively bolstered leather sport seats are included in front, while the back seat feels roomy enough for adults--and entry and exit are quite easy for taller passengers, thanks to the conservative roofline.

This is the first Chevrolet sedan to ride on standard summer performance tires--Z-rated at that--but all considering, the SS rides rather quietly, with good insulation from road and wind noise. You hear the engine when you're accelerating--anything from a thrummy bellow at low rates to a crackling exotic sound when accelerating hard--but it's not always present.

The SS does without a magnetic suspension or adjustable dampers, or any other special active systems, so it's no surprise that this is a firm-riding sedan. Snow Belt potholes and heaves tend to show as choppy, if not jarring, from inside.

This is also the first Chevrolet with an available Automatic Parking Assist (auto-steering) system, which will turn the wheel (after it identifies a spot) as you control the throttle, transmission, and brake.

Separately, GM redesigned many of the the SS's underpinnings versus the previous platform (that the Pontiac G8 GXP had been built on), including stronger, lighter-weight materials and a bolstered front structure.

That price and presentation is only missing two options, which are the only two available: a $900 power sunroof and a $500 full-size spare. Everything else is included.

Only individualists might complain at the lack of build variations; and for them we're told there's a pretty significant list of dealer-installed options on the way.

In a first drive opportunity, our car was averaging more than 16 mpg on a 65-mile, mostly uphill loop, then barely 20 on a 75-mile, mostly downhill loop that included some more reserved expressway-and-boulevard driving.