2013 Chevrolet Malibu 2.5L

The automotive equivalent of flat-pack furniture.

• August 2012

Ikea furniture is really great, right up until it’s not. You buy it because it’s affordable, looks good in most settings, and anyone who’s ever played with Lego can put it together. But then you open the box and realize Ikea has misplaced the final dowel needed to assemble your Förhöja, or your coffee table won’t sit level without a stack of coasters under one leg, or your kitchen chair gives way when you sit down on it one day. In a way, that’s what Chevrolet’s nonhybrid 2013 Malibu is like—a decent package with flaws. Flaws you can’t ignore.

Be Vewy, Vewy Quiet

When we drove the new Malibu Eco last year, our reaction was an overwhelming “meh,” and that model subsequently finished sixth of six in a comparison test. The staggered 2013 Malibu introduction schedule now brings us a nonhybrid four-cylinder car—the mainstream model—to drive.

The 2.5-liter inline-four in this Malibu is one of GM’s second-generation Ecotec engines and replaces the last car’s 2.4-liter as the base mill. It generates 197 hp and 191 lb-ft of torque, putting it near the top of the power rankings and top in torque among mid-sizers with naturally aspirated fours; those numbers represent increases of 28 hp and 31 lb-ft over the outgoing 2.4. Accompanying the output gain is a revised six-speed automatic, which Chevy claims cuts shift times compared to the unit in its previous-gen ’Bu. The powertrain duo works pretty well together, pulling around the 3550-ish-pound Malibu well enough.

We expect the 2.5 will get the Malibu to 60 in just under eight seconds, which will put it right on top of its competition and about two tenths quicker than the Eco model. Fuel efficiency is improved with the 2.5-liter versus the outgoing 2.4, but only marginally—22 mpg in the city and 34 highway with the 2.5, compared to 22/33 in the old car with the 2.4. The mildly hybridized Malibu Eco scores 25/37.

The Eco’s brake pedal, like those of most hybrids, has nonlinear feel and therefore isn’t very easy to modulate; the more conventional setup in this 2.5 fixes those problems, although it still isn’t particularly communicative. As a mainstream family sedan, we wouldn’t expect this to be particularly sporty, but the Malibu seems to resist enthusiastic driving more than most. The steering is numb, conspiring with a suspension setup that keeps the car from changing directions with any fluidity or urgency.

Drive it straight down the road, however, and things are fairly pleasant. Its ride is smooth, and the car seems to prefer highway work. In that recent six-way comparo, the Malibu Eco’s interior was the quietest at a 70-mph cruise, and that doesn’t seem to have changed here. The 2.5-liter is remarkably hushed under normal circumstances, using disturbance-minimizing components such as a low-noise timing chain and direct-mounted accessories. And it all works, right up until you push the long pedal to the floor and watch the tach pass 4000 rpm. At that point, the drone of every four-cylinder you’ve ever flogged washes over you.

Bigger Would Be Better

The interior of the Malibu—like those of other new GM products—shows a conscious effort to deliver style and improved material quality. There’s a certain similarity to an Ikea showroom—shapes, sizes, and colors that are unique and unexpected. But unlike most Ikea furniture, the driver’s seat in the Malibu actually is comfortable.

But other aspects of the interior let the Malibu down. Chevy’s dual-cockpit approach can make front occupants feel isolated and restricted. A reduction in wheelbase from the last generation sees rear legroom decrease by 0.8 inch; knee- and shoulder room see notable gains, but a lack of space for your stems makes the back seat feel cramped on anything longer than a quick jaunt.

In certain aspects, and for undiscerning buyers, the Malibu 2.5 can satisfy. It’s quiet in everyday use and offers decent power, but its handling doesn’t inspire driver confidence and the interior packaging is disappointing. Substituting a different engine does not address most of the issues that pushed the Malibu Eco down the scorecard in its comparison test. Unfortunately, fixing the Malibu’s shortcomings will take more than a stack of coasters. View Photo Gallery