2008 Chevrolet Malibu

Jil McIntosh

SPECIAL TO THE STAR

MORRO BAY, CALIF.–Here's a sentence I thought I'd never write: I'm excited about a Malibu.

Yes, the Malibu. The historic moniker was resurrected in 1997, but as a bland transportation appliance, it was never really worthy of the name.

For 2008, the Malibu is all-new, and the badge is the only thing it has in common with its predecessor. The styling is smooth, the interior is well done, and there's even a hybrid version.

It's also intelligently priced, starting at $22,995 and rising to $33,610, with the hybrid starting at $26,995.

The new Malibu is based on the mid-size architecture that underpins the Saturn Aura, and the overall feel is similar, although the Chevy has a softer ride in keeping with the brand's target market.

Compared to the previous Malibu, the new version has a longer wheelbase, with the tires pushed farther to the corners, giving it a stable and substantial feel.

Three engine choices are available: 2.4 L four-cylinder, the 2.4 L with hybrid system, and a 3.6 L V6. Currently, the four-cylinders use a four-speed automatic transmission, while the V6 has a six-speed automatic with manual shift mode; in early spring, the six-speed will be the sole choice on all models.

What I really like is that the four-cylinder is available on all trims: the base LS, two LT models, and the upper-line LTZ. Too often, if you want all the top-level goodies, you have to take the biggest engine. But here it's possible to load up and still have the more economical powerplant.

I prefer the smaller engine: it's peppy, smooth and had no trouble climbing the mountains on the California coast.

All models are treated to extensive sound deadening, and they're exceptionally quiet, but the 2.4 L exhibited none of the whine that can be common to smaller engines when they're pushed for power.

The 2.4 L uses electric power steering, as opposed to the V6's hydraulic version. Electric systems are more fuel-efficient, but they can suffer from poor steering feel. This one's dialled in well, and there's almost no difference in feel between electric and hydraulic. This new model responds quickly to steering input, with good on-centre feel and smooth return of the wheel on sharp turns.

My only complaint was with the brakes, which are heavy and numb; I'd prefer better bite at the top of the pedal.

New for Malibu, its hybrid system is borrowed from Saturn Vue and Aura.

It's a "mild" hybrid, meaning it can't run on its battery alone as its Japanese competitors do; GM says it's to keep the price down.

It boosts the gasoline engine on acceleration, adding about four to six horsepower when it does, and shuts off fuel on deceleration. Arrive at a light, and the engine stops – the electric motor starts it again, so there's no conventional starter to wear out. Electrical accessories continue to operate, and the a/c system can still run on power-saver mode or full blast (with the engine running).

The hybrid's rated combined fuel economy of 7.3 L/100 km is an improvement on the conventional four-cylinder's combined 8.0. While that's not a huge difference, the auto-stop is perfect for city commuters, and the price is $5,000 less than Camry Hybrid.

The Malibu's cabin is lovely. Fit and finish are excellent, the plastics are soft-touch, and the supportive seats wrap around for comfort. The only jarring note is the wheel, which is plain and too big.

The back seat is roomy and folds 60/40, but definitely not flat; plastic backing protects it from cargo. The trunk is huge, and has small struts on the inner lip, so there's no space-stealing intrusion from "gooseneck" hinges.

All models come well equipped, with anti-lock brakes, traction control, six airbags, a/c, cruise control, power seat height adjuster and OnStar.

The mid-range 1LT adds stability control, while the 2LT throws in heated suede-style seats, power-adjustable pedals and a remote starter; the LTZ adds automatic climate control and satellite radio, among other extras.

All of that is part of GM's arsenal as it prepares to do battle with Toyota Camry and Honda Accord. In its presentation on the Malibu, the company said its 2LT is only $95 more than a base Camry LE, but it adds 19 items that are missing on the Toyota, including stability control, power pedals, garage door opener, auto-dimming mirror and heated power seats.

GM will undoubtedly campaign the car on that, but it would be a shame to see Malibu going strictly on value. There's a lot more to this sedan than just its price.

If there was ever a car that GM could confidently put up against Honda and Toyota in the mid-size market, this is the one.

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