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2006 Chevrolet Malibu LT Road Test

Plain Sailing

Back in 2002, the multinational corporation that is General Motors released the Epsilon architecture, one of the most flexible vehicle platforms to date, to underpin its global products. Design teams from Europe (Opel, Saab) and North America (Chevrolet, Pontiac) worked together to create a platform that would be beneficial for all markets GM was entered in. The key terms here were advanced design and flexibility. All cars were to feature extensive use of high-tensile steel for improved structural rigidity, while the general architecture could be made to fit cars of different wheelbase lengths, with subframe-mounted suspension systems for different suspension designs. To date, the Epsilon underpins an immense range of products, from sports coupes and convertibles, to sedans, hatchbacks and station wagons. The Malibu Sedan is inarguably the plainest

The Malibu is built on GMs Epsilon global architecture, though, from the outside, all there is to see is a plain-jane sedan. (Photo: Justin Couture, American Auto Press)

offering, sitting on the shortest wheelbase with the simplest suspension system, though, there is a long wheelbase Malibu Maxx model, which features plenty of rear legroom and a hatchback.

For 2006, Chevrolet gave the Malibu a bit of a refresh to include a new grille and updated fascia, but this was mostly overshadowed by the introduction of the high-performance SS model. The rest of the car errs on the plain side of things. The three-box design is wholly ordinary, with no swooping

New headlights and grille arrived in 2006. (Photo: Justin Couture, American Auto Press)

coupe-like roofline, or funky angles. And although the designers tried hard to give the Malibu some friendly looking headlamps, it still comes across as looking rather inconspicuous. GM has learned however, that vanilla conservatism doesnt always pay the highest dividends, like it used to in the 80s and 90s. GMs domestic competition, Ford and Chrysler have both learned that bold vehicles can draw attention, and so far, have benefited with strong sales of their Fusion and 300/Charger/Magnum respectively. There is hope for the Malibu, though; if spy shots of the next-generation Malibu are anything to go by, expect to see something akin to 2003s

Titanium color scheme looks ... brown. Fake wood trim is very, very fake. (Photo: Justin Couture, American Auto Press)

Chevrolet SS Concept.

I regret to say it, but similar things that I mentioned about the cars exterior styling can be said about the interior: simple but at the heart of the matter, uninspiring. The center consoles design seems and feels a bit on the dated side, and particularly plasticky; the integrated message display system is unnecessarily complex, and the knobs on the optional XM stereo seemed to wobble around excessively. There have been a few upgrades, though, such as the new multi-function steering wheel, new instruments and a different selection of seat and trim fabrics, but despite these changes it doesnt feel any more special than before.

So, the Malibu might not have

No need for that rear spoiler with just 145 horses. (Photo: Justin Couture, American Auto Press)

the most attractive or spacious interior, but it is a place that most will find calming, because when youre on the move the Malibu is quiet. The cabin is well insulated from the outside world with little wind and road noise. The European-sourced seats may lack lateral support, but theyre comfortable in an armchair kind of way, which is pleasing for anyone who does a lot of commuting. The driving position isnt bad either, with a tilt and telescoping steering wheel, optional adjustable pedals and optional power adjustable drivers seat.
The Malibu is available with three engines, the new 3.9-liter high-performance pushrod V6 with in-block cam phasing (variable valve timing) for the SS models, making 240 horsepower and 241 lb-ft of torque, and a 201 horsepower 3.5-liter pushrod engine with 223

Four-speed automatic does have manual control, though, without a sporty-tuned suspension, is it really useful? (Photo: Justin Couture, American Auto Press)

lb-ft of torque. This motor will be upgraded for 2007, and will gain variable valve timing, to boost power to 217 horsepower. At the bottom of the pile is a lowly if not economical 2.2-liter ECOTEC four-cylinder engine, which can be found under the hood of Malibu LS and LT models (such as this tester), but not under the heavier Maxx. It produces 145 horsepower and 152 lb-ft of torque, which is decent on paper, for such a small sized engine, but pales in comparison to other members of the segment that have engines that are up to 300 cc larger and 30 hp more powerful.

Unfortunately, being shorter and narrower than usual hasnt provided the Malibu with any weight advantage, because its no lighter than the competition. In fact, at 3,150 lbs, its 24 lbs lighter than the Accord four-cylinder and only 44 lbs lighter than the Sonata in terms of curb weight.

The European tuning pays off in a comfortable ride. Legroom is very good considering the shortness of the car. (Photo: Justin Couture, American Auto Press)

The only gearbox available is a simple, if not smooth shifting four-speed automatic. Though it has a manumatic mode, operated by a thumb-switch on the gear leaver, with so few gears to choose from and such unusual placement, its more of a novelty than anything. GM did modify the system to allow the manual mode to be accessed from the D position, instead of L, and has liberated all four gears for use. Fuel consumption with the inline-four just about ties the four-cylinder Camry at 25 mpg in the city and 37 mpg on the highway.

So far, the score card for the Malibu has been more or less average, however, theres still one last area to speak about, its on-road characteristics. Since launch, Chevrolet has touted that the Malibu rides and drives like a European sedan, but after spending some time behind the wheel the veracity of this statement is questionable. The Malibu rides quite firmly, much more so than the previous car, or any typical American

Malibu drives like a smallish-sized front wheel drive sedan. (Photo: Justin Couture, American Auto Press)

sedan, but it does so without losing its ability to soak up bumps. A positive by-product is that its body is well controlled against roll, and nose dive under hard braking. Its not quite what I would call European, but you definitely get the impression that the engineers in the ride and handling department got a lesson or two from GMs staff on the other side of the Atlantic.

But its unlikely that drivers of the Malibu will explore this end of its dynamics, which is where the European mannerisms fade. The electric power steering is light, which makes managing the car at low speeds an effortless affair, and the elastic centering action allows the car to track straight and true on the highway, but the trade-off made is zero steering feel. Dont feel too bad for Chevrolet, mind you, because no rival has mastered electric power steering that achieves anywhere near as true a feel as a hydraulic steering system, with most generating artificial road feel; not even BMW. But its not just steering feel thats missing from the Malibu. Despite having a chassis

Malibu is good when its cheap, but you lose some of the many switches and buttons. Surprisingly, it only has one cupholder. (Photo: Justin Couture, American Auto Press)

thats comprised of high-tensile steel and strengthened with magnesium, plus incorporating a multi-link suspension lightened with aluminum suspension arms - all traits that can be found in BMWs, Audis and other high end luxury cars - it doesnt have the same tied down, solid, grippy but fluid nature common to European cars. Fords Fusion has this part down-pat, which is interesting, as despite having no claims to be European, it certainly feels the part.

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