By any other name, the Impala would be an impressive, significant car. But Chevrolet chose to honor an icon of the 1960s, not only with the Impala name, but with key visual cues as well. Impala is calculated to push the nostalgia button for a certain generation.

From 1958-65, Impala meant the flashiest full-size Chevrolet, a real working-man's Cadillac, tame in its base form but offering performance options to match its aggressive looks. After '65, the sporty Impala was subordinated to the more conservative-looking Caprice, and eventually the name disappeared from the Chevrolet lineup.

Like its namesake, today's Impala is tame and practical with base-level equipment. However, when ordered with the optional 3.8-liter V6 the Impala is quick. The Chevy Impala feels more responsive than the six-seat sedans from Toyota, Dodge, Ford and Buick. The Impala offers competent suspension tuning, distinctive looks, and plenty of interior room.

XM Satellite Radio is available as an option this year and the 2003 Impala comes in new exterior colors with new five-spoke alloy wheels.

The Impala's most distinctive styling cues are its headlight and taillight clusters, which use a unique combination of round lights clearly visible from behind trapezoidal covers. It's an aggressive look for a Chevy sedan, so you'll easily spot an Impala in traffic. If you don't like the boy-racer spoiler on the deck lid of the LS, you can delete it for a $175 credit.

Base models come with a three-passenger split bench seat in the front; LS models come with two individual front seats, although by checking off the right options you can put buckets in the base model or a bench in the LS. Or you can opt for a leather-accented bench seat. Because it comes with six-way power, lumbar support, and a side-impact air bag, it costs $1390 on base models and $625 on LS.

At first glance, the individual seats look flat, like semi-benches, but when you sit in them they provide good support for the thighs and back. They feel like bucket seats. But the front-center passenger has to straddle the split between the seats. A slight hump down the center of the floor accommodates the exhaust; but it also hampers legroom for the front-center passenger.

It's easy to orient yourself inside the Impala. Controls are logical, work smoothly, and are easy to see. They follow the function of those in the smaller Chevy Malibu, but they're bigger. Individual temperature controls allow the driver and front-seat passenger to create their own microclimate.

The Chevy Impala boasts more interior volume than the Dodge Intrepid, but the Impala's rear seat area is shorter on useable legroom. Still, the Impala is better in this respect than the Ford Taurus or the even the full-size Ford Crown Victoria. The Impala's rear seating position is comfortable and relatively high, which makes it easy to get in and out. There are three shoulder belts in the rear, as well as LATCH child-seat tethers. In the LS, the rear seat is split 60/40 and folds down to allow bulky items to protrude from the trunk, handy for trips to Home Depot.

The headliner is nicely padded, to meet the Federal head-injury standards. A seat-mounted side-impact airbag is standard on LS and available as part of several option packages on the base model.

The view out of the Impala is good, helped particularly by the small quarter windows that split the rear pillars. The creases on the hood are useful for judging just where the front of the car is, which in turn is handy for parking a big car in compact spaces. The rear deck lid seems high, however, so care is required when backing up.

Handling is surprisingly quick and sharp. This is not the wallowing, live-axle barge from the 1960s. One reason is the Impala's extruded aluminum engine-cradle subframe, a first for the industry says Chevrolet, which isolates vibration while allowing for a more rigid structure. A monster dashboard bulkhead made of light and strong magnesium further enhances to the Impala's rigidity, giving the car a robust feel. The engine cradle and dashboard structure lock the steering shaft down tightly, so there are no excess wiggly movements. Chevy says a novel link between the steering column and the steering gear contributes to better on-center feel at the wheel. Both Impala models benefit from anti-roll bars front and rear, hardware associated with sports sedans.

On the road, the steering provides good feedback, better than the Toyota Avalon's steering. The LS we tested felt particularly precise, with its quicker steering ratio.

Likewise, the brake pedal feels firm and responsive. Braking is smooth and steady, and we applaud Chevy's decision to use discs at all four wheels, even on the base model.

Acceleration is brisk, especially with the more powerful 3.8-liter engine. Chevy claims the Impala can accelerate from 0 to 60 mph in 7.7 seconds, quick for this class. There's just enough torque steer, felt as a slight tug on the steering wheel whenever you stomp on the gas pedal, to remind you that this is a front-wheel-drive car.

The Impala is used for police duty and the police package includes higher-ratio gearing from the Pontiac Grand Prix for quicker acceleration.

The base Impala runs with a 3.4-liter 180-horsepower V6. The more up-market LS comes with GM's proven and highly competent 3.8-liter V6, producing 200 horsepower. The 3.8-liter engine is available as an option ($995) on the base model. So the real difference between the Impala and the Impala LS is the level of amenities.

All 3.8-liter Impalas come standard with traction control and anti-lock brakes; ABS is available as a $600 stand-alone option with the base 3.4-liter engine.

All Impalas come with air conditioning with separate controls for driver and passenger; AM/FM/cassette stereo; four-wheel-disc brakes; a rear window defogger; power locks, windows, and mirrors; tilt steering; front and rear anti-roll bars; P225/60R16 tires on aluminum wheels, and stainless steel exhaust. Remote keyless entry has been added for 2003.

The LS Sport Appearance Package ($1495) adds brake cooling ducts, a strut-tower brace, a tire-inflation monitor, and extra gauges to a graphite-finish instrument panel; the package is distinguished by embroidered logos on door panels and floor mats, a body-color taillight panel, and chromed exhaust tips.

XM Satellite Radio is optional on both base and LS. This high-tech system offers 100 coast-to-coast digital channels, including 71 music channels (more than 30 of them commercial-free) and 29 channels of sports, talk, news, and children's entertainment. XM's sound quality is remarkably close to a compact disc, according to Chevrolet.

OnStar is standard on LS and optional on base Impalas. GM's OnStar is a customer-service network linked via satellite. Among other things, it's a safety feature that you may never notice during daily use, but can serve a critical role if something goes wrong. The system can notify OnStar network representatives of the car's exact location if it is stolen or to direct roadside assistance to you. OnStar automatically notifies the network when the airbag has been deployed, and operators will dispatch emergency crews unless you respond to their calls.