When it comes to cars built for cruising, you can’t get much better or more significant than the Chevy Impala. Over the years, it’s gone from being an icon of American motoring to a hip hop and street modding legend to a collector’s and restomod favorite. What was so good about the Impala? How did it come about? In this article, we’re going to look at the origins and development of the Impala, from its early days to the third generation, considered by many to be the car’s golden age.

The Impala nameplate was first used back in 1956 at the GM Motorama show. The car in question was a one-off concept, a full-size that looked strongly like the Corvette. Its grille was practically identical, and the sweeping lines, particularly those receding back from the headlights were highly reminiscent of the sports car. While the car was gorgeous, it was not meant for mass production, and the first design of the Impala we know and love was created in October of that year.

When the 1958 model year was looming, the first generation of Impalas was being finalized. Originally, it was a top-of-the-line spec for the Bel Air, available in hardtop or convertible. The car had a longer wheelbase than other Bel Airs, but an identical length, and the hardtop was notable for its stretched deck and shorter greenhouse. Instead of the fins you’d find on the 1957 Bel Air, there were sculpted fenders, and at the rear of the car, three tailights bedecked either side, rather than the customary one or two. The car rode on an X-frame that improved rigidity and handling, as well as allowing the car’s cabin to be lower to the ground. Leaf spring suspension went out of the window, replaced with coils and an optional air ride setup.

Inside, customers would find a two-spoke steering wheel, brushed aluminum, and a general air of plushness. The engine options ranged from the small “Blue Flame” straight six, up to a W-Block Turbo Thrust V8, with a displacement of 348 ci and an output of up to 315 horsepower. The car’s mission statement, given in its adverts, was “lets you know that you’re the boss.” Despite a recession, the car sold well, with 181,469 produced, 15 percent of Chevy’s total output that year, and allowing Chevy to reclaim the top spot in American motoring.

Second Generation

The first generation Impala lasted only a year, with the second rolling out for the 1959 model year. To save on production costs, the second generation shared its body with cheaper Buicks and Oldsmobiles. This economy drive left the Impala with a wheelbase that was lengthened by 1.5 inches. This was also the first year that the car shook loose from the Bel Air, becoming its own model. The car’s redesign was absolutely stunning. As well as being longer, the new model was also two inches wider, three inches lower, and a whole lot beefier than its older brother.

Tailfins were back, and two teardrop taillights replaced the trio found in the ’58 model. The hood now sported faux air intakes. The range of body types doubled, with a sedan and four-door hardtop joining the established convertible and sport coupe options. Standard equipment included armrests, an electric clock, sun visors, crank windows, and a contoured dash. Power seats and a speed control system called the Speedminder were included as options. Right-hand drive models for the international market were built in Oshawa, Ontario.

The 1960 model year reintroduced the trio of taillights, and a new matte white stripe along the rear fenders. Other differences from the ’59 included a rear grille, and electric parking brakelight. The choice of V8s reduced for 1960 too, with only seven now available, in either 283 or 348 ci. The 348 was able to hit 350 horsepower with the optional triple twin-carb. Production skyrocketed, with 490,000 cars built for the 1960 model year.

Third Generation

And it begins. The third generation is the typical favorite of those born in the 1960s, as well as those enamoured with hip hop. Outkast fans will remember Andre 3000 rapping of “bowling ball Impalas,” while even those only casually acquainted with NWA or Eazy-E remember him speaking of “cruisin’ down the street in my 64,” on his way to do what Eazy-Es do. The ’61 Impala shifted to the B-body platform, and the car’s looks became more boxy. The ’61 also introduced a new Bubbleback roof line, available for just one year. By far the most important new introduction for ’61 was the Super Sport, or SS. Only 453 were ordered in 1961, partly because of the multiple options required to order one.  These included a high-performance engine with a minimum of 305 horsepower.

Come 1962, another important addition to the Impala lineup was introduced, the 409 engine. This engine produced 409 horsepower, while the 348 was discontinued. If you wanted a 409, you had to also grab a manual transmission, while on other engines, you could instead choose a Powerglide auto. Regardless of that, the new engine made such a stir that The Beach Boys even wrote a song about it, check it out here. Other engine choices include a small-block 283 with twin-barrel carb, and an enlarged version, the 327, which produced either 250 or 300 horsepower. Inside, you could order plusher seats. Outside, there was chrome, while the rear panel, holding the taillights, was made of aluminum and chrome. On SS engines, that was replaced with a pure aluminum panel, which was also used on the side moldings. If you wanted, you could also grab an Impala station wagon for the first time.

In 1963, engine choice remained much the same, and the 283 and 327 proved most popular with buyers. The SS got a new crease in its roof, while the coved instruments could also be fitted with an optional tachometer. If you wanted even more power than the previous year’s 409 had offered, you could order a limited-edition 427 engine.  The 427 was literally made for drag racing, featuring a cowl intake system and aluminum parts. If you wanted power, this engine had it in spades. A whole 430 horsepower was shifted to the rear wheels, as well as 575 ft-lbs of torque. Only 50 of these cars were ultimately delivered.

Ah, the ’64 Impala. This was the first Impala I had ever heard of, thanks to the aforementioned popularity in hip hop, and it’s a superb car. As well as being the last of the X-frames, it came about during the era of pony cars, when high power engines were no longer limited to full-size cars, meaning the Impala began to market itself as a luxury car, more than for those seeking fast drag times. The ’64 also marked the last days of the W-block 409. The body style was changed slightly from the ’63, with a rounder look prevailing over the more boxy, earlier models. The SS models could be specced with any engine, including the 230 straight-six, but more often, they featured one of the V8s. The 409 returned as an option, while those who wanted more power could opt for the twin quad-barrel Rochester carb option. SS models still featured their aluminum trim, but around the taillights, you’d find a body-colored panel.

Transmissions included two three-speed manuals, a four-speed, and a two-speed auto, while the brakes were 11-inch drums. The interiors featured foam bucket seats, deep carpeting, vinyl on the seats and door panels, while the SSs featured unique trim and courtesy lights. These cars can go for a pretty penny these days, and that’s understandable. They’ve had an impact on almost every aspect of American culture, and continue to be prized collectibles to this very day.

Please let us know in the comments if you enjoyed this article, and if you’d like a follow-up covering the Impalas from the fourth to the sixth generation!