2008 Chevrolet Malibu Hybrid Road Test

Every time I sat down in Chevrolet’s new Malibu Hybrid, I couldn’t help but think of that age-old phrase, you get what you pay for. This in no way is a jab at the car or the fact that it is a mild hybrid, the sort of hybrid that cannot run on pure electrical power. No, I cite this phrase in that you’re paying a surprisingly low sum of money $23,895 for what is in essence a great family sedan that just happens to have some green tendencies on the side. In this day and age, any action an automaker takes to relieve the burden of high fuel prices is welcome.

I mean, at $23,895 the Malibu Hybrid, even without its electrified drivetrain is a good deal. It’s spacious, well-equipped, smooth and surprisingly quiet - it is the best midsize sedan the General has put out during my lifetime. Having driven all of its rivals, I’d have to say that it’s near the top of its segment too, domestic or otherwise. With this in mind, approach the Hybrid not so much as a green version of the Malibu, but rather as a regular Malibu with the added bonus of improved fuel economy, or as an automotive investment that will make a gradual return compared to the standard sedan. The 2LT four-cylinder model, for instance, is not much more than the Hybrid, so if you’re willing to forgo a couple of extra options, it’s a frugal choice that will pay itself back quickly.

Sacrifice is one thing that you won’t make with the Malibu Hybrid. As a midsize car, it still has all the bases covered and then some; things like automatic headlamps, a power height adjusting driver’s seat, six airbags, digital climate control, and a CD stereo with aux-in jack come standard. It even has stability control, which many in this class don’t offer.

The interior is certainly a step up from the previous Malibu, and incidentally it also looks and feels nicer than the one fitted to its twin, the Aura Hybrid. It’s partly the color scheme and partly the design of the console and dash, with its dual cowl shape that conveys a slightly more upscale image. And while not everyone’s going to like the dark and light brown color scheme that seems more appropriate to a Vans skateboarding shoe, you can’t argue that it’s a world apart from the cookie-cutter interiors so common to entry-level midsize sedans. Personally, I happen to like it, as it embraces Chevy’s past. I know that today’s Malibu has nothing to do with the original ’50s Corvette, but that’s where the dashboard’s design was pulled from.

From the outside, the Malibu doesn’t look particularly large, but it’s much larger than any of its domestic midsize rivals. With the carved out seatbacks there’s more than enough legroom for Shaq to sit comfortably behind himself. And unlike so many American cars, the Malibu offers a tilting and telescoping steering column plus available adjustable pedals, so the right driving position can be found for anyone. And though everything about the interior is proportional, I really wish GM would fit a smaller diameter steering wheel. The three-spoke unit included feels awkwardly big, though, as a plus it features backlit redundant audio controls as standard equipment.

If there is any compromise to pay with the Malibu Hybrid, it’s in trunk space. The battery pack doesn’t occupy as much room as it does in the Camry Hybrid nor the electrified Altima, so kudos to Chevy in this respect, but it does make its presence known in the form of a hump that sits right in front of the rear bench. On the plus side, it’s a fairly small hump, and you can still fold down both the rear seats should you need extra space. You can’t fold down the seats at all in either the Altima Hybrid or the much more expensive Lexus GS 450h (which is left with a mere pittance of the cargo space enjoyed by its conventionally powered sibling); and while the Camry offers a fold-down seat, the aperture is nowhere near as wide or as practical the Malibu’s. Down the road, GM has also taken into account that a hybrid’s batteries might need to be replaced, so they’ve designed the pack to consist of three separate cells that can be swapped out as needed. Smart.

The Malibu Hybrid mates GM’s 2.4-liter inline-four to a small electric motor that provides extra assist when accelerating or passing; it also recharges the batteries when coasting or braking. Together they make 164 horsepower and 159 lb-ft of torque, which is sufficient for most peoples’ needs. And unlike the Camry or Accord, the Malibu Hybrid feels pretty much identical to the regular Malibu; you don’t feel the electric motor boosting the engine along unnaturally. For a first-time hybrid buyer, this is an easy introduction into the world of hybrids, simply because it feels natural. In terms of ride and handling, the Malibu Hybrid is buttoned down and solid. Due to the switchover, Chevrolet fitted an electrical power steering system to allow the vehicle’s wheels to be turned even while the car is not in motion. Although electrical power steering systems have gathered a bad name for their steering feel, or lack thereof, the Malibu Hybrid’s system is well judged, and has a nice weight to it. The Malibu Hybrid’s suspension offers comfort without compromise of body control; it feels much more stable than the Camry, but more comfortable and relaxed when lined up next to the overtly sporty Altima Hybrid.
A nice compromise between the two Japanese.

I found that this particular tester’s idle-stop system wasn’t quite as smooth as experienced in other GM mild hybrids, namely the transition between on and off. You don’t so much hear or feel the engine when it’s starting up, such as when leaving a stop light, but rather it’s more noticeable when shutting down, as you’ve most likely been stopped for a couple of seconds and are aware of the vibrations and sounds at idle. Still, after ten minutes behind the wheel, this fact leaves your mind; you’ll probably be wondering what’s for dinner, or why, yet again, the left lane of the freeway is the slow lane. On the plus side, the powerful starter/generator quickly gets the engine back up and running the instant you let your foot off the brake, so you won’t be caught off guard.

In the real world, I was able to average 29 mpg, which is within the EPA’s rating of 24 mpg in the city and 32 on the highway. Now, to expect Camry Hybrid-like figures from the Malibu, which clearly does not have the same type of hybrid system and costs a heck of a lot less to begin with, would be ludicrous. But the fact of the matter is, when stacked up against the standard four-cylinder Malibu, you’ll be saving with every passing mile in the city, the non-hybrid four-cylinder gets 22 mpg and 30 on the highway. So, even if you’re only going a little further with each gallon, that’s still in the range of three or four bucks per fill up. So, indeed, the Malibu Hybrid will save you money and will save the environment, it’s just in slightly smaller steps.

I hope that GM takes things to the next level when they update this car, and adds the six-speed automatic that it’s started applying to the regular four-cylinder model. This, combined with the hybrid drivetrain, will only improve fuel economy, bringing the figures closer to its full hybrid rivals, but being a newer transmission, I’m also willing to bet that it shifts smoother than the current four-speed box.


Another thing I would like to see is a luxury model or upscale trim pack offered to Hybrid buyers. Chevrolet has already taken the prerogative to offer every trim line of the Malibu from base LS to top of the line LTZ with the standard 2.4-liter four-cylinder engine, for those wanting toys without V6 fuel bills. So guys, why no love for the Hybrid? I somehow think green drivers don’t have a deep-down dislike for toys; if not, why would Lexus be so strong on hybrids? Leather seats, or better yet, those UltraLux suede-like buckets from the 2LT, a leather-wrapped steering wheel and heated seats would be a great start. As a $1,200 package, I also think it would be an easy sell.

As time passes and more people realize that Chevrolet makes hybrids, I think the Malibu will end up being a fairly popular choice with today’s cost-conscious buyer. It’s a good all ‘round car to begin with, and going the mild hybrid route in this case isn’t going to be a tremendously great financial burden. After all, a base Malibu Hybrid is the best priced midsize hybrid currently on the market.

Now that I’ve spent some time with it, I think I might need to revise my statement - with the Malibu Hybrid, you don’t just get what you pay for, you get a bit more.

Specifications (Malibu Hybrid):