"Maxx-imum" innovation at an affordable price wins this car shopper over
Written: Mar 28 '05
Product Rating:
Reliability:
Seat Comfort:
Build Quality
Roominess:
Pros: Incredible interior space, loads of thoughtful touches, performance with economy, (sort of) distinctive styling
Cons: Limited rear visibility, uncooperative cruise control, still an untested design
The Bottom Line: This end-of-2004 Malibu Maxx wins me over with its performance, economy and design...but let's hope its long-term reliability doesn't break my heart
inspectortb's Full Review: 2004 Chevrolet Malibu Maxx
The question: Go with an innovative yet untested new version of an American sedan, made more attractive by Detroit’s tempting rebates – or chose a best seller renowned for quality and high resale value? That question really dogged me last year as I compared the 2004 Chevrolet Malibu Maxx versus the 2004 Honda Accord LX sedan as a possible replacement for my nine-year-old Thunderbird.
I should note that over the previous seven years I had accumulated over $1000 in rebates through my GM MasterCard. That I would seriously consider abandoning that money and switching to a Honda says a lot about the current generation Accord. I had always thought of that model as a larger version of the Civic, but a ride in my sister’s 2003 Accord LX sedan changed that perception. It impressed me so, with its solid feel and luxurious ambiance, that I felt I just had to consider it. Honda’s higher resale value also attracted me, as well as their reputation for reliability. In addition, the possibility of having to endure first-year bugs with the newly redesigned Malibu didn’t inspire confidence in this normally conservative shopper.
Still, I was intrigued by the Malibu Maxx, which combines some of the utility of an SUV with the comfort and economy of a sedan. Chevy refers to it as an “extended sedan” – a long-wheelbase variant of the Malibu that’s neither hatchback nor wagon. In the end, I was so taken by the Maxx’s design that I decided to take the gamble of being a first-year owner. Bottom line after all rebates (including those from my GM MasterCard): A $2200 advantage in favor of the Malibu Maxx. As for resale value, I plan to own this car for at least seven years – not three or four – which makes depreciation less of an issue. I figure I’m saving money up front that I can invest someplace else (like my IRA).
[This review of my 2004 Malibu Maxx LS comes a bit late, but I offer it as a forecast for prospective buyers of 2005s, or anyone who’s considering a used 2004.. Except for the availability of a rear spoiler and wiper, the Malibu Maxx remains essentially unchanged from its debut year.]
Decisions, decisions!
I conducted a series of back-to-back test-drives. First came a Honda Accord LX with automatic transmission and the standard 2.4-liter four-cylinder engine. Within an hour after that drive, I was in the driver’s seat of a Chevrolet Malibu Maxx LS (the one I ended up buying) on the exact same roads. I repeated this sequence at two other dealers. During my final test drive, I said to myself: “There isn’t that much difference between these two cars’ driving performance”. Considering the savings mentioned above, plus the fact that Chevy offered me something that Honda didn’t – the utility of a five-door configuration – I decided that I was “going to the Maxx”.
Now for my impressions as an owner…
Performance
Reviewers in the media have made much of the 3.5-liter V-6’s supposedly old-fashioned pushrod design, as opposed to the overhead cam setup employed by Honda and others. The Accord’s engines do give an impression of silky smoothness that’s sometimes lacking in the Chevy, yet this engine makes up for its lack of sophistication in everyday use. Although it doesn’t offer quite as thrilling a driving experience as its 200 horsepower rating might suggest, the Malibu Maxx pulls away from red lights eagerly and the 220 pound-feet of torque make hill climbing seem effortless.
Some reviewers have also criticized the lack of a fifth gear on the Malibu’s automatic transmission, but I haven’t felt as though I’m missing anything. The four speed automatic transaxle seems well-matched to the engine and it behaves pretty much as you’d expect a GM transmission to: It shifts unobtrusively during normal driving while providing prompt downshifts when needed. What I like best about this capable power team is its ability to merge confidently with expressway traffic. When you floor the pedal, it responds with a surge of power that presses you back in the seat, accompanied by a distinct, V-8-like growl. Sometimes the forced downshifts can be a bit abrupt, but I’ve learned to adjust my leadfoot tendencies to allow for that.
Steering & Handling
Despite the controversy that surrounds it, I like the feel of the Malibu’s electric power steering, even though it does tend to mask road feel. At low speeds, you can literally guide the car into a parking space with two fingers. This easy maneuverability makes up for the slightly numb feeling you get through the steering wheel. Combined with the car’s trim dimensions and short overhangs, the Maxx is a pleasure to drive in traffic.
Another benefit of the electric steering: On cold mornings, the system responds quietly and uniformly, without the hisses and groans you sometimes hear from conventional power steering. So far, the system in my car has been totally reliable, although many early 2004 Malibu owners have had other experiences.
Like most OEM tires, the Bridgestone Insignia SE200 that comes standard on the Maxx represents a compromise between smoothness and handling. I would say that this tire leans more toward the former – literally. The car sails along most expressways confidently but it doesn’t like tightly banked off ramps. Although wet-road grip seems adequate, there’s a distinctly uneasy feeling when taking curves at too high a speed. Here again…it’s competent but not very sporty.
Having said that, I must comment on the Malibu’s winter performance in the snow: So far, it has been the answer to this Western New Yorker’s prayers. My uphill street and driveway – always a challenge to other cars – posed no problem for the Maxx and its Bridgestones. The traction control has always worked dependably and I’ve tackled unplowed parking lots with as much as ten inches of wet, slushy snow with ease.
Braking
Bringing the Malibu to a halt provides few surprises. Maxx models incorporate four-wheel discs, unlike the sedan which has the more traditional front disc / rear drum setup. The pedal feels firm, the brakes are easy to modulate and the ABS operates unobtrusively with only slight vibration.
Noise Level
I give my Malibu Maxx high marks for quietness. Tire noise is muted and, except for a slight whistling at speeds higher than 50 MPH, wind noise is well suppressed also. Like many compact and midsize models from GM, the engine emits a somewhat raspy drone during hard acceleration. At steady speeds, the engine is nearly inaudible -- although when temperatures are below freezing, a faint exhaust-like hum persists at steady speeds of 50 to 60 MPH for some reason.
Ride
The Malibu Maxx glides over tar patches and other small pavement flaws with aplomb. Expansion joints, small potholes and even Botts dots go by almost unnoticed. Larger imperfections make themselves known, but the suspension never loses its composure, even on washboard pavement. Totally free of Buick-like floatiness, the ride can best be described as traditional American smoothness on good roads combined with European firmness on bad ones.
Controls & Displays
The control layout is, in a single word, thoughtful. Everything falls to hand easily, logically. One of my best liked features in newer GM models is the panel mounted ignition switch. Good riddance to the old steering column-mounted ignition!
Stalks for wipers, lights and turn signals work with a silky smoothness not normally found in GM products. That’s generally true of the climate controls, too. The fan speed knob moves a bit stiffly, but the temperature and mode selectors glide into their various positions with ease. These well shaped knurled knobs allow fumble-free operation even with winter gloves.
Better still are the cruise control buttons, mounted on the spokes of the steering wheel. GM has abandoned its infamous stalk-mounted setup in favor of this easy-to-use design. (Unfortunately, the behavior of the cruise control itself leaves a bit to be desired: It’s easy to set and reset, but canceling the cruise setting requires a firm stomp on the brake pedal. My dealer, who has driven the car twice, says the system “operates as designed”. If so, GM should redesign it for a quicker disengage, in my opinion).
A nicely designed instrument cluster greets the driver, but it’s not nearly as dazzling as the displays in the Accord. The gradations of the instruments are a bit fine, although the adequate-sized numerals compensate for that. A minor annoyance: The speedometer’s amber “MPH” and “KPH” indicator looks distractingly like a warning light.
The Driver Information Center provides two trip odometers, a “miles-to-empty” readout, a somewhat optimistic fuel economy computer and an oil-life display -- plus customized settings for door locking, security settings, exterior lighting, and so on.. Plan on spending some time with the owner’s manual before you try to use all these features on the road.
The biggest negative in this otherwise well-executed interior is GM’s all-too-familiar “House of Mirrors” effect that plagues the instrument cluster and displays. On bright days the reflection from the light-colored interior makes the radio display and driver information center unreadable.
Climate Control System
This area was one of my highest new vehicle priorities and so far the Malibu Maxx hasn’t disappointed me. This system is classic GM: Powerful, quiet and easy to regulate.
On hot days, the air conditioning cools the car quickly. The highest fan speed is necessary only for the initial cool-down; after that, the low or medium low setting suffices, even in direct sunlight. The only flaw in this well-engineered system is the design of the panel vents, which don’t provide much vertical adjustment. In spite of that, the system distributes cool air evenly and without perceptible drafts.
On subfreezing mornings the heater provides warm air within the first mile or two after a cold start, faster than any car I’ve owned. Full output doesn’t come until after I’ve driven three or four miles, however. Windshield and side-window defogging are absolutely superb, and the rear defroster performs competently.
If you opt for the factory-installed remote starter, as I did, you can give your Malibu a head start on those cold mornings. Hold the remote key fob’s “lock” button for two seconds, then hold the adjacent “start” button…and you’ll come out to a car that’s almost pre-warmed. (The system is even smart enough to turn on the rear defroster). I use this feature sparingly – only on the coldest mornings, since an idling car wastes gas and pollutes the air.
Exterior Styling
If the word most often applied to the Malibu sedan is “bland”, the Malibu Maxx might best be described as “edgy”. The proportions look a bit strange at first: The traditional Chevy front end combined with an unusually short rear deck and an equally short rear overhang. The 6” stretch of the wheelbase also catches the eye, especially from a distance. It was that slightly unconventional look combined with the versatile interior layout that turned me on to this model. (Many people have commented on my Maxx’s “European look”, unaware that the design actually originated with the so-called Epsilon platform used by the Saab 9-3 and Opel Vectra).
Interior Design
Once you settle into a Malibu Maxx, you are struck by the amount of space in what appears from the outside to be a much smaller car. My first glance in the rearview mirror made me feel like I was sitting in a shrunken minivan.
The lightweight liftgate lets you access all that cargo space easily. You can open it with a button on the driver’s door or the key fob. One odd feature of the Malibu Maxx is the absence of an external keyhole on the liftgate itself. Instead, an electric button hidden beneath a chrome molding allows you to open the liftgate provided all doors are unlocked first – either with the remote fob or the interior door lock buttons. If only the driver’s door is unlocked, the external hatch release remains deactivated. That’s probably good from a security standpoint but the logic of this system takes some getting used to.
Despite being made of aluminum, the liftgate feels sturdy, and my car hasn’t yet been plagued by any of the squeaks or structural creaking normally associated with hatchbacks or wagons.
The cargo panel can move through three positions, plus a “picnic table” position for tailgate parties. Repositioning the panel is pretty easy, bit it requires both hands and a firm tug to remove it. In its uppermost position, the panel hides most items from view, but an inquisitive passerby can still get a glimpse inside the cargo area if you don’t recline the rear seats fully.
Those rear “Multiflex” seats fold easily, but they don’t fold perfectly flat. If you’re hauling skis, ladders or similar items, that shouldn’t matter too much. For things that have to remain level, it might present a problem. If you need to carry something really long and skinny, the front passenger seat folds also, and it does fold flat. That allows one additional convenience: You can use it as a small table or desk.
Additional conveniences that add to the favorable impression:
A slot on the lower center instrument panel (for the garage door opener),
A pocket on the front of the driver’s seat cushion (for the cell phone),
A clear plastic clip at the lower edge of the driver’s “A” pillar (for a parking pass or toll ticket) and one on the center console (for post-it notes).
Grocery bag hooks at the rear edge of the cargo panel
An elastic net that keeps things from sliding forward in the cargo area
Some electronic features I find especially handy:
Speed-sensitive interval wipers that provide more wipes as vehicle speed increases and activate the headlights after twenty seconds of operation
Speed-compensated volume that raises or lowers ratio volume automatically with vehicle speed
Fit & Finish
Many reviewers have criticized the quality of Malibu’s interior materials. I must not be a very discriminating automotive consumer because I find the interior trim to have a look and feel that essentially match those of the Accord.
True, some aspects of the Malibu interior appear a bit Spartan at first glance. The netting that forms pockets on the front seatbacks conveys an air of utility rather than luxury and the dull black plastic knobs lack the jewel-like look of the Accord’s. Chevrolet appears to have chosen a functional motif whereas Honda gave their car a more luxurious look. It comes down to a matter of taste rather than of substance, I think.
Seating comfort
Though comfortable enough, the seats strike my backside as slightly too firm. My car’s six-way power seat combines with power adjustable pedals and a steering wheel that can tilt or telescope through an infinite number of positions, thus there’s no problem finding an ideal driving position. The lumbar adjustment makes only a small contribution to lower back comfort, however, so despite the multitude of I adjustments I still end up feeling a bit stiff on long trips.
The front seat head restraints tilt forward at an unusual angle. Depending on how you position the reclining seatback, you might feel the restraint touching the back of your head.
With the “Multi-Flex” rear seat positioned at its full-aft position, you have a generous 41 inches of legroom. Adding to comfort, the split rear seats can recline independently. A weird pair of fixed skylights illuminate this space. They can be shaded by an equally odd pair of retractable sunshades whose weak latches don’t always keep the spring-loaded shades closed. More than once I’ve been startled by the “thwap” of a sunshade retracting abruptly on its own. The design of the sunshades is as dumb as the rest of the car is brilliant. (Chevy has a service bulletin that addresses this annoyance.)
Interior colors are limited to Light Gray or Neutral. Either choice provides an open, airy feel but in addition to the reflection problems mentioned earlier, these light colors require you to clean certain areas almost constantly. The door pull handles and armrests in my Light Gray interior always look dirty. How I wish Chevy would offer the Graphite color found in some Pontiacs or, better yet, the Black that’s available on Accords. Still, the cloth seats in the LS trim line are refreshingly free of the “mouse fur” so common in American cars. Cleaning their low-nap fabric is a snap. Another benefit: One can slide in and out of the seats with ease, with any kind of clothing.
Visibility
That impressive over-the-shoulder view that I mentioned earlier is also a weakness. There isn’t nearly as much glass area as this car’s outside appearance would suggest. The small rear quarter windows and sloping rear window don’t provide a very panoramic rear view and the outside mirrors – triangular in shape and not overly large – compound the problem. You need to adjust them very carefully in order to compensate for the huge blind spot formed by the Maxx’s massive “C” pillars. A Chevy Suburban overtaking you from the right can almost sneak up unseen. (2005 models feature a rear-window wiper, which undoubtedly reduces the view further).
Fuel Economy
In daily driving – a sixteen mile round-trip commute in moderate traffic -- I have averaged about 26 MPG in warmer weather and 22 MPG in subfreezing temperatures (which includes a lot of warm-ups). Heavy stop-and-go traffic can reduce the mileage further to about 20 MPG. I’ve taken three long 1000-mile trips with mileage of as high as 31 MPG, at 65-70 MPH with the air conditioning on. As noted earlier, the “miles to empty” feature of the Driver Information Center consistently estimates the miles per gallon two to three MPG too high.
Reliability
I have only two significant issues to report: First, in mid-October the “Check Engine” light came on and stayed on. The problem was traced to an incorrectly attached emissions hose. The dealer cured that problem in one visit and it hasn’t recurred.
Second, the fuel gauge never indicated “full”, no matter how carefully I filled the tank, and it would drop rapidly toward empty – even with plenty of fuel remaining. From my web surfing I learned of a Technical Service Bulletin on this problem, which affects some Maxx’s built early last year (mine was built in June 2004). A defect in the fuel tank dimensions causes the sending unit to read the fuel level inaccurately; the recommended cure is to replace the entire fuel tank. I had this done in December and the gauge now reads dead accurate.
Would I choose it again?
A final thought: This is a complex little vehicle, so choose your dealer carefully. One thing that influenced my choice of Chevrolet was the large number of dealers, which provides many alternatives if my chosen dealer’s service department doesn’t prove satisfactory. Fortunately, they seem to have very competent and caring technicians, so I’m confident about the service I’ll receive.
After 7,500 miles and seven months with my Malibu Maxx, I don’t regret my purchase. Except for the quirks mentioned previously, it offers comfort, performance and economy in a trim package. Add to that the SUV-like utility of the Maxx series and you have a competitive model that does most everything pretty well, though not perfectly.
Recommended:
Yes
Amount Paid (US$): 15640
Condition: New Model Year: 2004 Model and Options: Malibu Maxx LS V6 with 1SB group
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