2006 Malibu Maxx SS

I have a soft spot for the Chev Malibu Maxx.

I haven't been able to pin down exactly what it is about this oddly proportioned hatchback/wagon version of the Malibu sedan that does it for me.

Perhaps it's the sum total rather than any one thing.

Chev calls the different Maxx "an extended sedan." I say call a spade a spade: if it's got a sloping tailgate, it's a hatchback.

The two Malibus are essentially identical from the B-pillars forward, but then things get decidedly funky. The sedan rides on a wheelbase that is 15.2 cm shorter than the Maxx, yet the latter is 1.3 cm shorter overall.

The Maxx's longer rear doors open to reveal a split rear seat whose parts can independently slide 17.8 cm fore and aft (providing a limousine-like abundance of legroom), as well as fold down and partially recline.

That they don't fold completely flat relative to the cargo area floor is unfortunate, but space is still plentiful — so much so that while the U.S. Environmental Protection Agency classifies the Malibu sedan as "mid-size," Maxx is rated "large." Certainly it's unique within its segment.

The odd proportions aren't completely by accident, as the Maxx shares its primary chassis dimensions with Pontiac's wheels-at-the-corners G6 sedan/coupe/convertible line.

Both are based on GM's Epsilon platform, which also forms the basic bones beneath Europe's Opel Vectra and Signum (the Maxx's near-twin in concept), as well as the Saab 9-3.

My tester, done in Light Tarnish Silver, was a new-for-2006 SS model, which is the only Malibu powered by GM's new 240 hp, 3.9-litre V6.

Though related to the 3.5-litre V6 used in other Malibu sedans and hatches, the 3.9 has received substantial changes to accommodate variable valve timing — the first production pushrod — sorry, "cam in block," as the General prefers it — engine so equipped.

(VVT allows the engine to produce greater output over an expanded r.p.m. range and offers economy and emissions benefits as well.)

Even though it still breathes through two valves per cylinder, it will happily rev to its 6400 r.p.m. red line, sounding very similar in its upper-rev range to the quad-cam 24-valve V6 that was found in some earlier GM W-body cars.

GM's beefier 4T65E four-speed automatic handles shifting duties; the G6 GTP's six-speed manual is not available. Shift quality is typically GM excellent.

Appreciable torque steer under moderate-to-heavy throttle is an unfortunate by-product of the SS's healthy power output. At least the SS gets proper hydraulic power steering instead of the electric power assist that's used in other Malibus.

The hydraulic setup brings benefits of feel and predictability, which are markedly improved relative to the Maxx LT that I drove in early 2004, if still fairly lifeless.

The minuscule fuel economy trade-off is well worth it. Overall, though, the LT, with its standard 3.5 six, proved far more economical than the combined 14.7 L/100 km my SS returned. (And the SS entry price is $5,900 more.)

Manhole-sized 18 inch wheels and 225/50 tires fill the SS's wheel wells, but the brakes contained within are the same four-wheel discs with anti-lock found on all Maxxes. Initial effort is a bit high, but they are effective and easy to modulate.

Kudos must go to GM's chassis engineers, who in the past few years have finally stopped equating sporty handling with kidney-pounding ride.

The SS corners well without beating up its occupants on broken pavement. The long wheelbase aids stability and bump suppression, only enlarging the sedan's 11.4-metre turning circle by about half a metre.

Maxx's Achilles heel is refinement. Underhood exertions do not go unannounced, and road-and-wind noise increase noticeably as you approach highway speeds.

My tester's steering column gave off an intermittent noise when cold.

The dash fits together with tiny gaps, yet still manages to look as if built to a price.

The SS model's monotonous charcoal-grey colour scheme didn't help much, even with chrome and faux-metal highlights to lighten the mood.

The nice SS seats have retro-style cloth with leather bolsters.

Tilt-and-telescope steering and a standard trip computer (mysteriously built into the radio) help to atone for the plasticky trim. SS models get automatic climate control and a host of safety and convenience equipment, including side and curtain airbags.

Clouding the purchase issue somewhat is the availability of Chevy's own Equinox.

This Canadian-built crossover is similar in function and dimensions (aside from its 22.7 cm greater height) and goes for about $620 less than the suggested list of a Maxx LT. Unlike Malibu, Equinox can be equipped with all-wheel drive.

Still, some prefer car dynamics — the Equinox's added height works against it there — and the Malibu's smaller frontal area and mass aid fuel economy.

Also, the crossover lacks Maxx's standard rear-seat skylights or available DVD video system, mounted in the rear of the centre console.

Styling revisions for 2006 have vastly improved the Malibu family's blocky front-end appearance.

The Maxx SS starts at $31,495; the tester topped out at $34,120.

This great all-rounder proves that GM retains its creative spark. Buyers in the family segment should give it a look.

wheels@thestar.ca

bandb.early@sympatico.ca

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