The last generation Chevrolet Malibu was not at all a traditional American car. It was born under the domination of Accord and Camry thus it already replicated some goodness of Japanese cars. However, it always trailed its rivals a little in all aspects bar reliability and affordability. GM came to a critical situation: if it want to match the Japanese, it will have to invest substantially into an all-new platform. But it could also be risky that the investment may not be returned. That triggered the decision to integrate its global development program. 3 global platforms were planned - Delta, the smallest platform, would give birth to Opel Astra, Fiat’s replacement to Stilo, Saturn Ion and Chevrolet Cavalier; Sigma, the largest platform, would power Cadillac CTS, Seville, a Buick, Holden Commodore and probably a luxurious Opel; Epsilon, the medium car platform, would be developed into Opel Vectra, Saab 9-3, Chevrolet Malibu and Pontiac Grand Am. After decades of isolation, GM is finally reuniting its cars across the Atlantic. 

If you have read my report for Opel Vectra, you will get this feeling: Epsilon is a sophisticated and highly rigid platform. Like that in the Vectra, the Malibu chassis employs high percentage (65%) of high-strength steel and a strong structure to enhance both safety and NVH. It also employs more sophisticated metals than ordinary Japanese cars, such as magnesium for the dashboard mount and aluminum for some suspension arms. The former reduces vibration through steering wheel while the latter reduces unsprung weight hence shocks transmitted into the cabin. Besides, the Epsilon platform rides on multi-link rear suspensions on a NVH-isolating sub-frame, far advancer than the old car’s MacPherson strut.  

Tailor to American taste, the suspensions setup of Malibu is a little bit softer than its European cousins. But that is only relative. Compare with Camry and Accord, you can easily feel it handles and rides more like European cars than Japanese or American cars. The ride is firm but soak up bumps well. Suspension noise is muted. The chassis feels solid, with no squeaks and rattles. Body control beats Japanese cars, with too little body roll, pitch and dive to talk about.  

However, don’t confuse it with the best handling family cars around - Ford Mondeo, Mazda 6 and European Honda Accord. These cars handles better than even Vectra itself, thus the softer-setting Chevrolet Malibu has no hope to match them. Besides, the electric power steering is too light at low speed and doesn’t give you much communication. But remember, what the Chevy competes with in the USA are just Camry and American Accord. It beats them in driver appeal, at least partially..... because its engines are relatively weak. The cheaper engine is the familiar 145hp 2.2-litre 16V Ecotec four-cylinder, smooth and economical but not powerful enough to please American. It is expected to take just 40% sales of Malibu. The remaining 60% is left to a 200hp 3.5-litre V6. This is an upgraded version of the previous 170hp 3.4-litre, thus it is still a 2-valve push-rod design. It produces decent bottom-end torque and is quieter and smoother than most push-rod engines, but it still trails the Japanese V6s in terms of eagerness and ultimate refinement. Moreover, its cast iron cylinder block makes the nose heavy and deteriorates the aforementioned fine handling.  

Perhaps the new platform is too expensive, Malibu has to cut cost in some other fields. The old-tech V6 is one example. The braking system is another. Not only ABS is not fitted as standard, but drum brakes are used at the rear. You had better to pay for upgrade. 

The interior of Malibu is just average. Higher quality than the old one but not up to the standard of Camry and Accord. You should also note that it offers slightly less space than its rivals because the integration with European platform actually makes the Malibu smaller than the last generation. For example, wheelbase is shortened from 2718mm to 2700mm, the same as Vectra. In theory, GM could have stretch its wheelbase by up to 150mm, but it reserves that for the Maxx version. Anyway, occupants are not short on comfort, because the cabin is well insulated from noise and vibration.  

That said, the new Malibu still need more effort to beat Camry and Accord. You may be tired of this conclusion, but I still have to say again: while it is not yet successful, GM is heading towards the right direction. 
 

Chevrolet Malibu Maxx

At a first glance, the Maxx looks bland, lacking the elegance of its German sister. Its simple lines and square profile show no trace of its radical interior. However, if you observe more carefully, you will see its rear doors are much longer than the sedan and its wheelbase is stretched by 150mm, even longer than Signum. On the other hand, the 2-box design let its overall length to undercut the sedan, thus it is just 90kg heavier than the equivalent sedan.  

When you look at the interior, you will find the extra 90kg is well spent. While the sedan is not renowned for space, the Maxx offers class-leading rear legroom. This approach limousine level. Moreover, the rear seat can be reclined when its occupants want to have a rest, or slide forward by 180mm to increase boot space. The boot also has a versatile parcel shelf which can be converted into a picnic table. So, you can see Malibu Maxx - like Signum - is a crossover between family hatch, limousine and MPV.