2008 Chevrolet Malibu Test Drive Review G.M. Raids the Pantry and Bakes a Prize

IT seems unreal to be considering the Chevrolet Malibu as an alternative to such world-class cars as the Honda Accord and Toyota Camry, but it has happened. General Motors has finally delivered the first-class midsize sedan it promised for years if not decades.

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The latest Malibu is longer and heavier.

The most amazing part may be this: It turns out that G.M. has long had the resources to make such a competent car, but seemed to lack the will to use them. You see, the underpinnings for the impressive 2008 Malibu were also used in the last-generation Malibu introduced in 2003, as well as in the 2005 Pontiac G6. Both of those cars strived to be ho-hum average.

A more serious engineering effort went into the 2007 Saturn Aura, which used many of the same pieces. The Aura was a modestly successful attempt to create a European-style sport sedan, and it has had plenty of admirers.

When it was time to create the 2008 Malibu, engineers made further improvements. The Malibu got a stronger body and a more compliant suspension, said Michael Meloeny, G.M.’s chief engineer for midsize vehicles.

The result is a winner.

The front-drive Malibu offers three engines. There is a 2.4-liter 4-cylinder rated at 169 horsepower, a 3.6-liter V-6 with 252 horsepower and a “mild hybrid” with a 164-horsepower 4-cylinder and a fairly weak electric motor that cannot drive the wheels by itself but provides a modest boost.

Prices begin at ,995 for an LS and run to ,445 for the fanciest LTZ with the V-6. The hybrid is ,790.

I tested two versions. The first was a 1LT with the 4-cylinder engine and a 4-speed automatic. Just a notch up from the most basic entry-level LS, this car had a base price of ,280. With a 5 package that included a remote starter and power adjustments for the driver’s seat and pedals, the sticker price was ,795.

The second test car, a spoil-yourself LTZ, had a 3.6-liter V-6 and six-speed automatic. For ,445 it included self-indulgent treats like heated leather seats.

The new Malibu is about three inches longer than its predecessor and has a wheelbase about six inches longer. Unfortunately, the weight has also gone up, by as much as 300 pounds.

G.M. is finally doing a nice job inside. Even the 1LT has a clean and sensible interior that — with the exception of the door trim — avoids a bargain-basement feeling. The LTZ, with its leather upholstery, looks pleasingly upscale.

But there are a few problems. On the 4-cylinder car, the lever to adjust the seatback felt cheap, seemed balky and wouldn’t allow minor adjustments. Both cars were surprisingly quiet if you sat up front, where G.M. used the “quiet glass” found in the Aura. It works.

The back seat is significantly noisier. There is no quiet glass there, and road noise intrudes from the trunk. Mr. Meloeny said the engineering team disliked the noise, but getting rid of it would have required an expensive redesign of the rear suspension.

The Malibu has enough room to carry four 6-foot adults, assuming those up front are willing to be a little cramped. The problem in the back seat is that the rear cushions are short, not offering much thigh support.

General Motors loaded the Malibu with safety equipment. All versions have antilock brakes and head curtain air bags that cover the side windows (front and rear), which are intended to protect heads in side-impact crashes. All but the entry-level LS have electronic stability control, which kicks in to correct a skid. Independent studies show that both curtain air bags and stability control save lives.

In front and side-impact crash tests by the National Highway Traffic Safety Administration, the Malibu received the top score, five stars. The Insurance Institute for Highway Safety gave it a “good” rating for front crash protection, but has not yet tested the car for side impacts.

Such features are all very nice, but what is also remarkable is the Malibu’s suspension. Mr. Meloeny says the Aura was engineered to have a firmer ride, which fits its role as a Euro-style sedan. But G.M. decided the Malibu needed a more comfortable ride; the engineers thought that could be achieved without significantly downgrading the handling.

One factor was adding high-strength steel. The stronger body gives engineers a little more flexibility when they try to strike a balance between good handling and a pleasing ride.

In several hundred miles of driving, particularly on challenging two lanes through the White Mountains of New Hampshire, both the 4- and 6-cylinder Malibus had the kind of eagerness one normally associates with the Honda Accord and Nissan Altima, which are among the sportiest family sedans. Only on the tightest turns did the Malibu feel nose-heavy, a problem common to front-wheel drive vehicles with so many components (and weight) up front.

What was remarkable was that while the body lean was nicely controlled — providing a stable and secure feel for occupants — there was no penalty in ride comfort. Sometimes, with less clever engineering, such lateral control means a harsh ride.

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