But that was between 2008 and 2012.
• A new one's on its way
• A 2.0T is available
• Decent ride quality
• Attractive front end
• Chevy also makes Cruze, Impala
|THE BAD |
• Small back seat
• Laggy MyLink
• Dreadful stop-start system
• Cartoonish design elements
• Coarse 2.5L
The 2013 Malibu wasn’t so great. It didn’t look good. It didn’t drive so nicely. It wasn’t very pleasant inside. It didn’t sell so well.
But with the speed of a cat lover furiously favouriting tweets of bathing felines, GM refreshed the Malibu for the 2014 model year. Verdict: the refresh was inadequate.
GM deserves credit, and I’m not even kidding, for understanding that the 2013 Malibu wasn’t good enough, and even more brownie points for realizing that the updated 2014/2015 Malibu is unsatisfactory, too. GM will therefore introduce a new Malibu for model year 2016, fast-forwarding to the next generation with all due haste in a market that sees Honda Accords and Toyota Camrys linger for at least five years.
2015 CHEVROLET MALIBU LTZ
Base Price: $33,100 *
As-Tested Price: $35,810 *
Drive Type: front-wheel-drive
Transmission: 6-speed automatic
Engine: 2.5L DOHC 16-valve I-4
Horsepower: 196 @ 6300 rpm
Torque: 191 lb-ft @ 4400 rpm
Curb Weight: 3653 pounds
Length: 191.5 inches
Width: 73.0 inches
Height: 57.6 inches
Wheelbase: 107.8 inches
Tires: Michelin X-Ice
Tire Size: 235/50R18
Passenger Volume: 2840 litres
Cargo Volume: 462 litres
EPA City: 25 mpg
EPA Hwy: 36 mpg
NRCAN OEE City: 9.3 L/100km
NRCAN OEE Hwy: 6.4 L/100km
Observed: 23.5 mpg
Observed: 10.0 L/100km
* Canadian dollars, includes $1650 in fees.
Malibu base MSRP: $26,690
MPG fuel economy ratings from the
Environmental Protection Agency.
L/100km ratings from the Canadian
Office of Energy Efficiency's new
But there are big issues. Combined, the issues led me to believe that most intermediate cars in 2015 are better than the Malibu in most ways.
The 2016 Malibu must not suffer the same fate.
In order to make the current Malibu more fuel efficient – the base 2012 Malibu was rated at 22/33 mpg, this car is 25/36 – a stop-start system was put in place to stop all the idle guzzling. That’s fine, or it would be, but the stop-start system in the Malibu is the worst I’ve encountered. Stop-start systems are supposed to reignite the engine mellifluously, even surreptitiously. In the 2015 Malibu, in order to pull away from an intersection when the light turns green, the car cranks up as though it’s the first time on a winter’s morning in Winnipeg. This needs to be fixed for MY2016.
The 196-horsepower 2.5L-four-cylinder isn’t a great powerplant aside from its diseased stop-start system. Coarse above 4000 rpm, also known as 2300 rpm shy of the 2.5L’s power peak, the 2.5L causes the Malibu to feel slower than it actually is because you won’t want to rev it and it doesn’t want to rev.
Oh, but of course you can upgrade the powerplant to GM’s 2.0L turbocharged four-cylinder (63 extra horsepower and a hefty 295 lb-ft of torque), and at this price point, why haven’t you? Forego some of the LTZ’s features in favour of an LT with the proper engine and the Malibu erases one of its key faults.
A different engine won’t dramatically alter the ride and handling, and that’s not the end of the world. The Malibu doesn’t ride poorly, but there is some stiffness that lacks a commensurate return in handling agility and precision. Honda’s Accord and the Mazda 6 also transmit impacts into the cabin, but they pay dividends on a back road. When pushed, the Malibu fees larger to drive than it really is. Nevertheless, in mundane driving, the light steering and surprisingly responsive and progressive brakes cause no offense.
|All Photo Credits: Timothy Cain ©www.GoodCarBadCar.net|
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• Historical Monthly & Yearly Chevrolet Malibu Sales Figures
• 2014 Chevrolet Cruze Diesel Driven Review
• 2014 Honda Accord Hybrid Touring Driven Review
• 2015 Hyundai Sonata Limited Driven Review
Up front, the interior is laid out effectively, but we had some annoying moments with Chevrolet’s MyLink, an experience that didn’t occur during the prior week with a Buick LaCrosse. Turning the knob to cycle through satellite radio stations periodically accomplished nothing, but then a glance back at the screen a moment or two later revealed an intense scrolling, presumably caused by what I perceived to be my unsuccessful attempt at scanning through the list of channels. Overall, the system continues to be sufficiently intuitive but was persistently laggy in this car.
It all adds up to an undesirable machine, a transportation device that is unlikely to cause undue harm but struggles to do its job as effectively as its rivals. Still, I’d argue that a devoted GM buyer doesn’t need to look outside the Chevy showroom. A Cruze, particularly a loaded one that’ll still cost thousands less than this Malibu test specimen, does a faithful impersonation of a big car in dynamic terms. The Cruze’s interior is only 5% smaller. And if big car space is truly required, a V6-engined Impala is only slightly more costly than this specific Malibu. Forget the Malibu LTZ’s features: space is luxury.
Or you could just wait. As we’ve come to learn, there’s always a new Malibu around the corner.