Summary
The Malibu is a case of the third time being the charm. When Chevrolet resurrected the iconic name in 1997, it was attached to a car that was, at best, mediocre in both looks and engineering. The second generation slimmed down the puffy body panels of its predecessor and added the Malibu Maxx (a long wheelbase hatchback) to the lineup, but it was little better. With the third generation, however, Chevrolet has created a credible family car with a clean, crisp style and – especially in four-cylinder form – a very good powertrain. However, it lags behind the best Asian competition and is under direct attack by a much improved 2010 Ford Fusion.
Prime Numbers
- 2.4-liter alloy four-cylinder, DOHC 4 valves per cylinder, variable valve timing
- 169 hp @ 6,400 rpm
- 160 lb-ft @ 4,500 rpm
- Drivetrain: Front-wheel-drive, 6-speed automatic with manual control
- Suspension F/R: MacPherson struts with aluminum L-shaped arms, anti-roll bar; Four-link independent with twin-tube gas-charged shocks, mini-block coil springs, anti-roll bar
- Length: 191.8-in.
- Width: 70.3-in.
- Height: 57.1-in.
- Wheelbase: 112.3-in.
- Weight: 3,436 lbs.
Who’s The Buyer?
This is the car for you if:
- You are in the market for a stylish and economical American four-door sedan.
- The back glass of Chevy pickup truck in your driveway has a sticker showing Calvin from the Calvin and Hobbes cartoon series urinating on an Asian automaker’s logo.
- As the neighborhood rebel, you want something different than the Camrys and Accords the neighbors drive,
This is NOT the car for you if:
- The term “fit and finish” applies to the number of seams and panels as well as how well they are put together.
- You think American automakers can’t build a competitive vehicle, no matter what.
- The thought of having the neighbors question your purchase with a disdainful, “You bought a Chevy?” keeps you awake at night.
Alternatives To Consider
Ford Fusion: Ford’s first take at the Fusion was good, but not good enough. The 2010 refresh is America’s best alternative to the Asians in the mid-size sedan market. Ford under Mullaly has made significant jumps in initial quality as well as the caliber of engineering and design.
Toyota Camry: Less horsepower, lower fuel economy numbers, handling that’s tuned more toward a good ride than a pleasing driving experience, but still the gold standard in build quality and residual value wrapped in bodywork more stylish than any previous version. The car is also extremely quiet, the engine is so smooth it reverses perceptions that Honda makes the best four-cylinders, and the back seat is very roomy, something the Accord and the new Mazda6 copied.
Honda Accord: An aggressive new look derived from Mercedes, more horsepower (though the engine is uncharacteristically rough for a Honda), greater interior volume, better handling than the Toyota though the ride is harsher, and clear evidence that Honda cut some corners to cut cost (note the totaly bare trunk).
Mazda6: If only Mazda had an image the general public could understand and embrace, the Mazda6 might be slugging it out with the Camry and Accord rather than sitting on the sidelines. The sportiest and most stylish car in the segment. Its new larger size provides a very roomy rear seat, and both the four-cylinder and V6 stand out.
GM knew it had to do better with the Malibu this time around or it would lose even die-hard domestic sedan buyers. With every generation, the Accord and Camry went from strength to strength while the Malibu limped along a generation or two behind, never coming close to matching the levels of refinement the two Asian companies achieved. True, GM has been hobbled by healthcare, pension and labor costs that have severely limited the amount of equipment and engineering it could put into its vehicles and still make a profit, but that’s no excuse for hobbling previous Malibu generations with styling that gave bland a bad name.
American automakers have never been known for making great four-cylinder engines, but that is no longer the case. The 2.4-liter Ecotec engine produces good power, is quiet and refined, and returns exceptional gas mileage (22 city/33 highway according to the EPA) when mated to the 6-speed automatic transmission. In combined driving, the Malibu I tested returned a solid 26 mpg in combined city/highway driving and had no trouble hitting its 33 mpg highway rating while keeping to a 70 mph average speed. Had I driven the Malibu on tight, twisty roads I might have had more use for the transmission’s manual shift capability, but there was no need to bother as the transmission always had the right gear at the right time under most normal driving conditions.
Not that the Malibu would be my first choice for a challenging road, however. That’s because the suspension and steering fall short of their potential. The handling could be made sharper without harming the Malibu’s mission as a family sedan, through better shock absorber damping, less understeer, and more steering feel. Ask the Malibu to hustle over uneven surfaces, back roads or at speed across rises and dips, and the refinement it exhibits on the highway or around town starts to slip away. Also, the power steering becomes lifeless when pressed hard, which is a big surprise considering that on the 2LT version I drove it was a hydraulically assisted system, not the normally less lively electric power-assist unit. As a result, the Malibu’s personality tends more toward the “transportation” end of the spectrum than Chevy needs to set itself apart.
The Malibu is taught, strong, solid, and has a structural heft that is unexpected from an American mid-size sedan. Panel gaps and paint quality were very good, and the designers paid close attention to small items like the gap between the tires and wheel openings that often are overlooked. The five-spoke alloy wheels and bright trim around the windows accent the shape without drawing attention to the jewelry, but the generic taillights do nothing to set the Malibu apart from the crowd. Though a handsome design, I hope the designers at GM are preparing a more extroverted look for the next generation Malibu.
While they’re at it, perhaps they can move the point where the A-pillar and roof meet so that you don’t feel like you’re going to bump your head every time you get in or out of the front seat. Fortunately, the interior ergonomics are much better with most switches within easy reach, instruments clearly marked and logically arranged, and seats that are comfortable and supportive. Unlike some competitors, the Malibu has a one-touch up and down driver’s window, but the standard seat heater switches are located out of sight at the front outboard edge of the lower cushion.
This lack of craftsmanship also showed up in the design of the instrument panel. GM’s designers fought hard for the curved “double cockpit” instrument panel design reminiscent of early Corvettes, and even harder for contrasting color combinations that, in the case of the Malibu I tested, were separated by spears of light “wood” trim. Very elegant. However, the multiplicity of seams converging in high-visibility areas made the instrument panel look like it was built to a price, not to a standard.
For the vast majority of buyers, the 2.4-liter four will be more than enough engine, especially when mated to the six-speed automatic transmission. Buyers wanting more power can always opt for the 3.6-liter V6, but mileage drops significantly, to 17 city/26 highway. Even more important to GM than its current financial troubles is where it goes next with the Malibu. To justify a price that is in the same ball park with Camry and Accord it must, because it is an American vehicle, offer better value for the money. The current car is very good. The next one has to be even better.
Price As Tested
Malibu 2LT: $24,704
- Premium Audio Package: $550
- Rear Power Package: $250
- Premium Mat Package: $185
- Destination: $670
Total: $25,690
{ 1 trackback }
{ 1 comment… read it below or add one }
I drove a Malibu awhile ago as part of a big comparison, with Camry, Camry Hybrid, Altima CVT, Honda Accord, and the outgoing Fusion. The Camry is still the superior car in the group: quiet, smooth, powerful, nicely appointed, a roomy rear seat, and all the right amenities.
The Accord? I was shocked by the blatant “thrifting” of the car, which had an unlined trunk; the car felt cheaper the closer you go to the rear bumper. Honda keeps this up and even the most devoted buyers will start wondering. The other part that shocked me? The Honda big-bore four-cylinder was much cobbier than the Camry motor, and I would never have guessed that, as Honda is best known for its silky fours. The smaller Civic motor still lives up to that reputation, but the bigger motor was a bit off. And though folks at places like Car and Driver wax poetic about Hondas, I found the front suspension right on the edge of being too harsh. It made the car feel responsive, but I didn’t think it appropriate for a big family sedan–and boy the Accord is a big car now. On California freeways the noise coming into the cabin from the front suspension was surprising.
The Malibu? Certainly the most entertaining of the group. Very nice steering inputs, good pedal weights, and a well-sorted suspension, including that roll couple Mr. Sawyer so loves to talk about. The next surprise? The Malibu engine is the first GM four-cylinder that doesn’t sound like it’s about to fly apart when you reach above 4,000 rpm. The transmission shifts were nicely damped, and the powertrain held gears nicely to redline, with very precise shifts. Interior materials were light years ahead of the crap GM used to put in cars–I recall driving an Impala in 2001 or so, and thinking it looked like a car for hauling prisoners from one Mexican prison to another. None of that now, though seams and final execution are not quite up to the impeccable standards of Toyota and Honda. But, one more generation and they might get there. Other failings on the Malibu? The back seat was a penalty box compared to the extra roomy seats in Camry and Accord. And the sweep of the A-pillar brought the roof a bit too close to my head, but I acknowledge I’m six three.
What else? Well, I really enjoyed the Malibu, but then I rotated into a Camry, and the difference was compelling. The Camry is quieter by several orders of magnitude, and feels much more solid. Not as entertaining to drive, and the Malibu would be better on a family vacation in the mountains, perhaps. But there’s clearly a reason why Camry sells in big numbers. And how many people look at family sedans for their spirited driving performance? Not many, I reckon.
GM has pulled itself together with this car, but needs to make one more huge leap. They should have had a car of this quality ten or even 15 years ago, when the Camry came into its own and blew away the former king, the Taurus.
Thing is, these cars are commodities, and purchase comes down to monthly payment, perceived reputation for quality, level of standard features, and which dealer is most convenient for service. If GM can shed a lot of labor costs in a bankruptcy, they can come back with the next-gen Malibu and more than put up a fight.
I call it Camry, then Accord, with Altima and Malibu right on the Honda’s bumper due to the blatant thrifting Honda is pursuing these days.
You must log in to post a comment.