2004 Chevrolet Malibu - Page 1 Review

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Have you noticed that mid-size cars are hot? Don’t laugh; just follow the money. Despite the proliferation of trucks, SUVs and crossovers, automakers that hadn’t realized it before are discovering there are profits to be made.

It’s not that General Motors didn’t understand the lesson; they dominated this market for years, in particular thanks to Chevrolet. They still rank number one, with a 30 percent market share in “mid-cars” and a 28-percent share in “mid-vehicles” according to Paul Ballew, GM’s executive director of market and industry analysis. 

“What we were we can be again,” GM product czar Bob Lutz told reporters eleven months ago during a “Midsize Matters” briefing that accompanied a sneak preview of Chevy’s Malibu sedan, Malibu Maxx five-door, and Equinox compact SUV. “Our performance in mid-size isn’t where we want it to be,” Lutz continued, “but it’s a good foundation.”

New wave

Then he turned his attention to the subject of this report, the 2004 Malibu sedan — “…the beginning of a new era for GM’s mid-size cars, built on a premium architecture, Epsilon, our (new) tried and tested platform,” those tests being in the Saab 9-3 and Opel Vectra, the first two products with Epsilon underpinnings. Besides the Malibu, Pontiac’s G6 and future products from Buick and Saturn soon will join the Epsilon family that eventually account for 1.4 million GM vehicles worldwide. “This is where we intend to make our stand in mid-size,” Lutz emphatically stated.

So what does Epsilon do for the new Malibu? It provides sturdiness, stability and quiet unknown in the current-generation car (a favorite of rental fleets everywhere) thanks to a 27-hertz-stiff body that makes extensive use of high-strength steel and tailor-welded steel reinforcements. “Squeaks and rattles were never an issue with this car,” said VLE Gene Stefanyshyn, “we didn’t even have them in the prototypes.” Malibu’s vehicle line executive pointed to the re-design of the exterior mirrors (to improve sound levels by 7/10-decibel) and a new magnesium beam behind the instrument panel as examples of Chevy’s attention to small details that improve the overall package. That overall package is slightly smaller, riding on a 106.3-inch wheelbase (vs. 107 in ’03), losing 2.1 inches of length and 1.9 cubic feet of trunk space, while gaining half-an-inch of width and 1.5 inches of height.

The Malibu’s four-wheel independent suspension is another Epsilon plus, thanks in part to tuning input from Opel and increased use of aluminum components. The gas struts up front provide longer wheel travel and are cradled in a U-shaped assembly of hydroformed steel tubing welded to a rear cross member. The four-link rear uses twin-tube gas shocks and dual-rate mini-block coil springs. Stabilizer bars are fitted front and rear. The Chevy folks say the Malibu’s suspension geometry, characteristics and settings are more European than North American, but their tuning and refining provide ride quality better suited to our rougher road surfaces.

Driving time

In our 200-mile mix of Interstates and irregular Pennsylvania back roads travel, the Malibu’s ride quality did impress. Isolation from bumps and road noise was notable. The new electric power steering didn’t give as much feedback as we’d like, but Accords and Camrys don’t either. The Malibu doesn’t pretend to be a BMW; 95 percent of its drivers will think its driving dynamics are first rate, though. The base Malibu sedan gets 15-inch tires on 6.5-inch steel wheels; on LS-grade cars the wheels are painted aluminum, while top-of-the-line LT wheels are “machine-faced” aluminum alloys. Brake-wise, base and LS have vented front discs with drums in back; four-wheel discs are standard on LTs. Anti-lock with traction control is standard on LS and LT, optional on base cars. 

The Malibu’s powertrain also is new. Previously, GM’s workhorse 3100 V-6 served as the sole engine regardless of trim level. Now base cars get a version of GM’s global Ecotec dual-overhead-cam, 2.2-liter four-cylinder that produces 145 horsepower and 155 pound-feet of torque. The Malibu LS and LT move up to a 3.5-liter pushrod V-6 (cast iron block with aluminum heads) that delivers 200 hp and 220 lb-ft and EPA fuel ratings of 23 city, 32 highway. The Ecotec four is only slight better, at 24/34.  Our LT test car required only half-a-tank to re-fill, returning almost 30 miles per-gallon of regular. Throttle response was excellent, passing power plentiful with little engine noise. We decided to use the cruise control after inadvertently topping 80 mph while negotiating hilly stretches of I-81.

Chevrolet’s General Marketing Manager Brent Dewar says the ’04 Malibu sets a new standard for Chevy car interiors. We haven’t seen the base car’s seats or the LS’s, either. But we thought our loaded LT tester’s leather with suede-like inserts looked and felt upscale. Chevy’s signature dual-cockpit interior design features a prominent center stack with large, soft-to-the-touch, intuitive controls. A single strip of wood-like trim on the dash is just enough, while a tilt and telescoping steering wheel is a welcome standard feature. All but base cars get standard power adjustable pedals and manual lumbar support. A side-curtain airbag covering both rows of seats is optional all grades. The first factory-installed remote starting system is standard on LT, optional on base and LS.

Rear seat head- and legroom should be fine for all but the tallest folks. An optional DVD entertainment system mounts to the rear of the center console. The rear seatback and front passenger seatback fold flat to accommodate “stuff” up to nine feet long. Exterior design is more aerodynamic (.301 cd) than the old Malibu, and notable for “crystalline-like” wraparound headlamps, very large faired-in taillamps and a tall, pronounced C-pillar. We thought our test car’s sport red metallic finish and attractive alloy wheels showed off the new styling better than any other combination we can imagine. 

Prices begin at $18,995 for base Malibu, $20,995 for LS and $23,495 for LT, which makes the Malibu competitive with four- or six-cylinder Camrys and Accords. Given the Malibu’s content level and the inherent advantages of Epsilon’s architecture, GM’s mid-size sales should increase. For Bob Lutz’s sake, I hope so. His summation of Epsilon? “If our full-frontal, multi-million dollar assault doesn’t increase market share, I’ll be seriously, seriously surprised and bitterly disappointed.”           

2004 Chevrolet Malibu LT
Base price: $23,495
Engine: 3.5-liter V-6, 200 hp/220 lb-ft
Transmission: Four-speed Hydra-Matic (4T45-E) automatic, front-wheel drive
Length x width x height: 188.3  x 69.9 x 57.5 in
Wheelbase: 106.3 in
Curb weight: 3315 lb
EPA City/Hwy: 23/32
Safety equipment: Dual-stage front airbags, head curtain side-impact airbags (optional), four-wheel disc brakes, anti-lock brakes, traction control, seatbelt pretensioners
Major standard equipment: Six-speaker AM/FM/CD sound system, leather upholstery, automatic climate control, power windows, locks, remote keyless entry, power seats Warranty: Three years/36,000 miles, roadside assistance