Malibu LTZ V-6, Memphis, Tenn.

Memphis is a quintessential American city, and thus is a perfect setting for the introduction of a car like the Malibu. The area is seeped in old and new American history, from the riverboats on the Mississippi to Beale Street, home of the blues and barbecue. Our hotel was right near Beale, and the Gibson guitar factory. Somewhere south of downtown is the home of some rockabilly singer who, on occasion, shot his television.

Our drive took us south into the wilds of Tennessee and Mississippi, with some of the most beautiful countryside the region has to offer, even if a lot of it is covered with kudzu vines. The roads were mostly flat and straight, but there were enough curves to give us an idea of what the Malibu’s overall capabilities were. Our test car for the drive was a fully-loaded LTZ model with a V-6 engine.

Performance

Compare the Malibu’s engine output numbers to its Accord and Camry competition, and it falls a little short. But compare their performance and the ‘Bu gives up very little. The extra low-end torque is felt right off the line, and the engine breathes deeply all the way to its redline. On its way it sings a lusty song that encourages you to wind it out. We did note some torque steer under hard acceleration, but it wasn’t annoying or worrisome in the least.

The six-speed automatic shifts quickly and without hunting, although the lack of extended uphill grades didn’t give it much of a workout in that regard. The steering-wheel mounted controls are remarkable not because of the quickness of the manual shifts – which are merely average – but because they actually hold the gear you select. Put it in sixth, coast down to about 1,500 rpm, and the car will stay in gear. It also leaves the car in your selected gear until it bounces against the rev limiter.

A brief ride in the four-cylinder model showed that its performance is about on par with the rest of its class. It’s not a rocket by any stretch, but it has enough power and torque to get out of its own way, and the added refinement that Chevy has managed to squeeze under the hood makes it a compelling choice for budget-minded or fuel-conscious buyers. The Hybrid model uses the same powertrain that’s in the Saturn Aura hybrid, which means you’ll pay about $500 (after $1,300 in federal tax credits) for an extra couple of miles per gallon.

Ride and Handling

Chevrolet is quick to point out that the Malibu is not a sport sedan, and nods toward the Saturn Aura – the ‘Bu’s platform-mate – as filling GM’s role in that corner of the mid-size segment. However, the Chevy is no mushmobile, with a controlled on-road ride that’s firm but compliant. In curves body roll is subdued, and there’s enough grip to keep the driver mildly entertained, if not thrilled. Four-cylinder models use GM’s electrically assisted steering, which is numb and somewhat vague. The V-6 uses a conventional hydraulic assist, which is better, but neither will give the kind of feedback enthusiasts prefer.