MALIBU

When looking for a hybrid vehicle there are differing degrees of battery assist, mileage numbers size, cost and packaging.

While I can’t go into the merits of each system I did get the chance to test a 2009 Chevrolet Malibu hybrid with the belt alternator starter system, which is an upgrade of the flywheel alternator starter; think stop/start first-generation hybrid system.

Getting into the nuances of the Malibu’s system, an electric motor/generator unit replaces the conventional alternator. The Malibu’s 36-volt system is capable of 110 pound-feet of auto-start torque.

The “juice” is stored in a nickel metal hydride (NiMH) hybrid battery pack that is capable of delivering and receiving more than 10,000 watts of peak power. The battery pack consists of three 12V NiMH “cassettes” in series totaling 36 volts. Each cassette includes two 12V NiMH modules in parallel. For better weight distribution and packaging, the packs are located in the rear floor area of the trunk, and they do intrude slightly on cargo space.

The gas engine portion of the front-wheel-drive Malibu hybrid is GM’s 2.4-liter Ecotec variable-valve-timing four-cylinder engine mated to a four-speed automatic transmission.

In total, the hybrid powertrain is rated at 164 horsepower at 6,400 rpm and 159 pound-feet of torque at 5,000 rpm. Combined, the system improves on the gas-only four-cylinder’s mileage ratings by 4 mpg city and 4 mpg highway, meaning 26 and 34 mpg respectively. Chevy improved the battery charging/discharging system and specified new low rolling-resistance tires for 2009 – each little tweak adds up to fuel savings.

In practice the Malibu’s hybrid system works by shutting off the engine when the vehicle is stopped with the engine in drive and your foot on the brake to minimize idling. If you haven’t driven a hybrid before, this engine shut off can be a bit unsettling because you are aware of it.

But fear not, the Malibu’s system instantly restarts the engine when you lift your foot off the brake pedal. The system uses the motor/generator to bolster the gasoline engine slightly on initial starts, at wide-open throttle such as during hard acceleration or when passing a semitrucks to make the on-ramp.

While I was braking the early fuel shut-off kicked in the minimize gas consumption and the Malibu’s kinetic energy was also harnessed during deceleration through regenerative braking to charge the battery pack.

In a nod to those concerned about all this electronic gadgetry, GM covers the Malibu hybrid’s components with a five-year/100,000-mile powertrain warranty. Going a step further, the Malibu hybrid’s NiMH battery pack is covered by an eight-year/100,000-mile warranty.

OK. So far so good, so what’s the trade-off? For starters this car was a dog. My test car felt slow and a little underpowered and that was with just me inside it. Add the family and a weekend’s worth of luggage and you’ll compound the problem. Credit the four-speed automatic that is geared for mileage and lacks an additional gear (or two) to help with at-speed acceleration. Too bad the six-speed automatic (available on other versions) is not available. Also, the electric powered steering doesn’t provide any meaningful feedback.

The low rolling resistance tires are great for mileage, but the grip they provide could be better. The Malibu’s ride is quiet and a bit too soft, but if you’re in the market for this type of car you know you’re not getting the ride and handling of a performance sedan. A plus is that StabiliTrak electronic stability control system comes standard.

The picture brightens up inside as gas-only Malibus come with a nice interior and the hybrid mirrors this look. An integrated, flowing instrument panel features a dual-cockpit design with gauges backlit in blue. The instrument cluster has been modified to advise the driver on operations of the hybrid powertrain. The AutoStop indicator situated in the tachometer notifies you when the engine is in AutoStop mode. The ECO (economy) indicator light also tells you when the Malibu is exceeding the Environmental Protection Agency fuel-economy estimates – something that only occurred for short durations when I was driving. A charge-assist gauge indicates when the system is charging or providing power assist.

Build quality and materials were above average, but there were a few inexpensive-looking trim pieces.


I was surprised by how quiet the interior was overall and the difference between this car and the Impala.

A passenger plus is that rear legroom is plentiful and the seats are cushy but not mushy. The rear seat is a split fold design, which is handy for long items. I would have liked a bit more rear headroom. The interior color choices also reflect the improved status of the Malibu. There are three available color schemes, including a pair of handsome contrasting-color combinations.

As for amenities, you can select air conditioning, however, you have to select between hybrid air conditioning mode (reduced air conditioning performance) or a normal mode that provides maximum air conditioning and defogger performance but severely cuts into fuel savings. A typical array of goodies round out Malibu’s features, including power door locks, power windows, an instrument panel driver information center, a pair of auxiliary power outlets, power-adjustable driver seat and an AM/FM radio with CD and MP3 playback. Also included is OnStar with Turn-by-Turn navigation and XM satellite radio.

The exterior looks exactly like a standard Malibu, which is not a bad thing, but Chevy should tone down all the hybrid badges and decals.

So who is Chevrolet targeting? Buyers seeking a conventional-looking sedan that will hold five and offer fuel saving benefits over standard gas-only sedans without a steep price penalty.

The Malibu hybrid test vehicle started at a reasonable $24,695. The options on the test car included a six-way power-adjustable driver’s seat (get it) for $200 and body side molding for $150; with the destination charge the total came to $25,695.

The Malibu’s chief competition is the 2010 Ford Fusion hybrid ($27,270) and 2010 Toyota Camry hybrid; both surpass the Malibu’s combined fuel economy rating of 29.

I will say that for a majority of the time I spent behind the wheel of this car I did not feel that I was sacrificing much except for acceleration. The ride and comfort levels were all within acceptable levels – not great but again the purpose of this car is to save fuel with a minimum of hardship. There could be some improvements and upgrades to this car, but it succeeds in its overall mission.
Gallery: 20009 Chevrolet Malibu Hybrid