Photo: backyardgamble81/eBay
Introduced in 1958, the highly popular Chevrolet Impala remained in continuous production until 1985. The sixth-generation version, which debuted in 1977, marked the end of the line until Chevy revived the nameplate in 1994.
But that's not the only detail that makes the sixth-gen full-size car stand out. This Impala arrived at a time when the automobile market was shifting toward more fuel-efficient vehicles. The cars were becoming smaller, and high-performance engines were a thing of the past.
To adjust to the new trends, Chevrolet downsized the Impala. The sixth-gen rig was 1.7 inches shorter and four inches narrower than its predecessor. The company also shortened the wheelbase by a whopping 5.5 inches. On the flip side, the boxy design and the available two-tone paints gave the car a decidedly more elegant look.
Engine-wise, the Impala was no longer available with big-block powerplants. Both the Turbo Fire and Turbo-Jet units were dropped, leaving the Impala a small-block affair. And, for the first time ever, the full-size was available with a V6.
The 1981 four-door sedan you see here comes from that era. It was recently extracted out of long-term storage, and it appears to be an unrestored survivor that's still highly original. The maroon-like red exterior and matching interior scream early 1980s and the odometer shows 99,000 miles (159,325 km), a relatively low figure for a vehicle over 40 years old as of 2024.
But that's not what makes this Impala stand out. Remember when I said it was the first of its kind sold with a V6 and without a big-block V8? Well, the sixth-gen Impala marked the introduction of a third premiere. I'm talking about the LF9 mill, a diesel V8 produced by Oldsmobile.
Based on the Olds 350 gasoline engine architecture, the oil burner was introduced in 1978 on nearly every Oldsmobile available, plus the Cadillac Seville. The unit eventually found its way on several Buicks, Chevrolets, Pontiacs, and GMCs. In total, the LF9 powered nearly 30 nameplates, which helped GM take over about 60% of the total US passenger car diesel market, with more than 310,000 units sold in 1981.
But the V8's success was short-lived. Plagued by a series of issues and design flaws, the diesel triggered several lawsuits and forced GM to replace multiple engines. In some cases, the diesel lumps were swapped for gasoline units.
While GM eventually fixed most of the issues and introduced a more reliable V6 version, the damage to the diesel's reputation had already been done. Production was discontinued during the 1985 model year. Widely regarded as the engine that "damaged the North American passenger diesel market for the next 30 years," the Olds LF9 is still controversial.
But unlike most of its siblings, the diesel V8 in this Impala is said to "run great" and return "40+ miles per gallon." While that may be true, the seller doesn't provide photos of the engine. If this diesel Impala is something you'd purchase as a classic car, the no-reserve auction has a high bid of $4,350 as of this writing. The listing expires in three days.
To adjust to the new trends, Chevrolet downsized the Impala. The sixth-gen rig was 1.7 inches shorter and four inches narrower than its predecessor. The company also shortened the wheelbase by a whopping 5.5 inches. On the flip side, the boxy design and the available two-tone paints gave the car a decidedly more elegant look.
Engine-wise, the Impala was no longer available with big-block powerplants. Both the Turbo Fire and Turbo-Jet units were dropped, leaving the Impala a small-block affair. And, for the first time ever, the full-size was available with a V6.
The 1981 four-door sedan you see here comes from that era. It was recently extracted out of long-term storage, and it appears to be an unrestored survivor that's still highly original. The maroon-like red exterior and matching interior scream early 1980s and the odometer shows 99,000 miles (159,325 km), a relatively low figure for a vehicle over 40 years old as of 2024.
But that's not what makes this Impala stand out. Remember when I said it was the first of its kind sold with a V6 and without a big-block V8? Well, the sixth-gen Impala marked the introduction of a third premiere. I'm talking about the LF9 mill, a diesel V8 produced by Oldsmobile.
Based on the Olds 350 gasoline engine architecture, the oil burner was introduced in 1978 on nearly every Oldsmobile available, plus the Cadillac Seville. The unit eventually found its way on several Buicks, Chevrolets, Pontiacs, and GMCs. In total, the LF9 powered nearly 30 nameplates, which helped GM take over about 60% of the total US passenger car diesel market, with more than 310,000 units sold in 1981.
But the V8's success was short-lived. Plagued by a series of issues and design flaws, the diesel triggered several lawsuits and forced GM to replace multiple engines. In some cases, the diesel lumps were swapped for gasoline units.
While GM eventually fixed most of the issues and introduced a more reliable V6 version, the damage to the diesel's reputation had already been done. Production was discontinued during the 1985 model year. Widely regarded as the engine that "damaged the North American passenger diesel market for the next 30 years," the Olds LF9 is still controversial.
But unlike most of its siblings, the diesel V8 in this Impala is said to "run great" and return "40+ miles per gallon." While that may be true, the seller doesn't provide photos of the engine. If this diesel Impala is something you'd purchase as a classic car, the no-reserve auction has a high bid of $4,350 as of this writing. The listing expires in three days.
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