111

Listed Now

$41,870

Avg. Asking Price

1958–1996

Year Range

Transmission Distribution

Automatic 58%

Manual 16%

Condition Distribution

Excellent 9%

Good 13%

Fair 9%

Poor 5%

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Impala rust patterns vary by generation but follow predictable patterns. The 1958-1964 cars (X-frame era) rust at the body mount points and at the kick-up behind the front wheels, same X-frame issues as Tri-Five Bel Airs. The 1965-1970 cars (perimeter frame era) rust at body mount points, rear cross-member, and inside boxed frame sections. Body rust hits the lower rear quarters (especially behind the rear wheels), the rocker panels, the floor pans, the trunk pan, the lower fenders ahead of the doors, and the cowl seam. Convertibles add structural concerns at the rear corners where the top mechanism mounts. The 1958-1964 cars are particularly vulnerable to floor pan rust due to the X-frame design, the floor pans are stamped steel that supports the body without separate frame reinforcement at the cabin floor. Mechanically, the Impala used the full range of Chevrolet engines from the 235 inline-six (early cars) through the 348/409 W-block big-blocks (1958-1965), the 396/402/427/454 big-blocks (1965-1976), and the small-block 283/327/350 V8s. Common issues include broken motor mounts on big-block cars, worn timing chain on tired engines, leaky oil pan and valve cover gaskets, and tired Quadrajet or Holley carburetors. The Powerglide, Turbo 350, and Turbo 400 automatics are essentially indestructible. Electrical issues are universal classic-car concerns. The original wiring harnesses are 50+ years old and prone to chafing. Convertible top motors (vacuum-operated on early cars, electric on later cars) commonly fail and require specialist repair.

SS authentication is the first non-negotiable for any Impala SS claim. The 1961-1969 SS package was the high-trim performance variant and is the most cloned trim level in the Impala market. A GM build sheet or documented order confirmation, where available, confirms original engine code, transmission code, axle ratio, paint, options, and dealer destination for 1958-1969 cars. Without documented provenance, treat all SS claims as base Impala or Biscayne clones, fine if priced as such, but not at SS money. For 1962-1965 SS409 and 1965 SS396 cars, demand specialist authentication. The 409 and 396 big-blocks each have specific casting numbers and stamping codes that verify originality. Re-stamped blocks and cloned cowl tags are well-documented forgeries in the muscle-car market, the market premium for a documented SS409 versus a clone with the same drivetrain is $50,000+ on a 1962 bubble-top. Frame inspection is the second non-negotiable. For 1958-1964 X-frame cars, crawl under and probe the X-member at the body mount points and the front kick-up. For 1965-1976 perimeter-frame cars, probe the perimeter frame at the same body mount points. Body mount bushings collapse over 50+ years and water pools above them, rotting the frame from inside the boxed sections. Replacement is $2,500-$5,500 per side if needed. Body and trim verification: many cars sold today as Impalas are actually base Biscaynes or mid-trim Bel Airs with Impala emblems and trim added. The cowl tag (riveted to the firewall) lists the body style code that identifies the original trim level. Cross-reference against the dashboard VIN and the trim tag. For convertibles, inspect the top mechanism and the rear corners where the top mounts to the body. Top mechanism repair is expensive, $1,500-$3,500 for proper specialist work on the vacuum or electric actuator system.

1958 Impala (the launch year) is increasingly desirable. Driver-quality cars run $35,000-$65,000 today. Convertibles add $10,000-$18,000 to equivalent hardtop pricing. The 1958 Impala was Chevrolet's top trim level that year, not an SS, the Super Sport (SS) designation was introduced for 1961, making the 1961 Impala SS the first SS-badged Chevrolet. Documented original-paint 1958 Impala cars: $70,000-$130,000+. 1959-1960 "bat-wing" Impalas (with the dramatic horizontal fins) are increasingly collected. Driver-quality cars run $28,000-$55,000. The 1959 model is more desirable than 1960. Convertibles command 25-35% premium over equivalent hardtops. 1961-1964 SS Impalas (the bubble-top era) are the muscle-car icons. Driver-quality cars run $32,000-$65,000. SS409 cars: documented driver-quality $70,000-$140,000, concours-grade $160,000-$320,000+. The 1962 SS409 "bubble-top" is the holy grail of this era, $220,000-$450,000+ for documented numbers-matching cars. 1965-1969 SS Impalas: driver-quality cars run $35,000-$75,000. SS396: $55,000-$110,000 documented. SS427: $70,000-$160,000 documented. The 1969 SS427 was the final year of the SS package on the Impala, strong appreciation potential. 1971-1976 personal-luxury Impalas: driver-quality cars run $18,000-$38,000. The 1971-1972 Custom Coupes are the most desirable era. Convertibles (1971-1975 only): $28,000-$55,000 for driver-quality cars. 1977-1985 downsized Impalas: $12,000-$28,000 for driver-quality cars. The 1985 final-year Impalas are the bargain entry into nameplate ownership. The 1994-1996 Impala SS (modern era) is a separate market, not classic-era. Project Impalas start around $15,000-$30,000 across most generations. Stripped roller candidates: $5,000-$15,000.

The Impala name was suggested by GM stylist Clare MacKichan and chosen for its association with speed and grace, the African impala is a small antelope known for its leaping agility. The Impala emblem has remained essentially unchanged across all production generations, with the leaping antelope figure appearing on every Impala from 1958 through modern production. The 1962 Chevrolet Impala SS409 was Chevrolet's serious attempt at NHRA Super Stock dominance. The 409 cubic inch "W-block" big-block produced 380 hp (single four-barrel) or 409 hp (dual four-barrel), and the SS409 became the song subject of the Beach Boys' 1962 hit "409." Documented original SS409 dual-four-barrel cars now command $160,000-$450,000+ at auction, making them among the most valuable production Chevrolets of the early 1960s. The 1959 Impala's distinctive "bat-wing" rear fins are the largest tail fins ever produced on any American car. The fins extend nearly five feet wide at their broadest point and were Chevrolet's response to the contemporary Cadillac and Chrysler tail fin extravagances. The 1960 model significantly reduced the fin proportions, and by 1961 the Impala had moved to a more restrained styling language.