Coming off my disappointing test drive of the Pontiac G6 GTP, my expectations were low for the related Malibu Maxx SS. The two share a chassis, engine, steering system, and tires, and likely have similar suspension tuning as well. Since the G6 is easily the more attractive car, there might seem little reason to even test the Malibu.

Except that I've always had a soft spot for the Maxx version of the Malibu, a hatch that has a half-foot longer wheelbase (shared with the G6) but shorter overall length than the Malibu sedan. Since the SS adds a larger engine, more heavily bolstered seats, conventional steering system, and stiffer suspension to a package I already found appealing, I gave the Chevrolet the benefit of the doubt and took one for a test drive.

This review compares the Malibu Maxx SS to the G6 GTP and the only other five-door hatch in the segment, the Mazda6.

Styling

The Malibu sedan is about as homely as they come, with slabbish sides and an unusually blocky front end. Yet take the same front end, extend the wheelbase, and throw a bobbed hatch on the back, and something interesting emerges. I still wouldn't call it beautiful, not by a long shot. But for some reason even after two years I'm strangely captivated by the bulldog-like proportions of the Malibu Maxx. For better or worse, nothing else looks like it.

The same can't be said for the Mazda6 hatch, which I rarely manage to distinguish from the sedan at a glance. Frankly, I'm puzzled that Mazda didn't do more with the styling. I drive a Protege5 that looks much different than the related Protege sedan, and that I still enjoy looking at after two years of ownership. Mazda should have styled the Mazda6 hatch similarly.

For 2006 Chevrolet up the front end of the Malibu, eliminating the horizontal band of chrome that sought to transfer a look that had proven successful with trucks onto a car. Didn't work. The new, larger grille improves the look of the car, especially when filled with mesh on the SS.

The SS also adds 18-inch chrome alloys. They further improve the look of the car.

Two Maxx SSs were on the lot, one white, the other silver. The latter suits the car well. The former, not so well. The SS is also available in black or blue.

Inside the 2006 SS is much the same as previous Malibus aside from a sportier, if still overly large, three-spoke steering wheel and more heavily bolstered front buckets. While this interior is just as drab as the one in the G6, it somehow seems more fitting to a car with the Maxx's sheetmetal and hatchback functionality. The Maxx is a car that's not trying to be pretty, just durable and functional, with a what-you-see-is-what-you-get honesty. So the interior reinforces the basic character of the car. Fits are tight and precise, and the materials generally look and feel durable. The interior in the new Impala, a more expensive car, doesn't come across as well.

The Mazda6's interior is sleeker and more upscale, but nothing about it is distinctive.

Accommodations

The driving position is higher in the Malibu than in the G6, though not as high as that in the Mazda6 (or Ford's new Fusion). Compared to the Pontiac's, this driving position affords the driver a more expansive view. Perhaps for this reason I felt much more connected to the Malibu Maxx SS, and enjoyed driving it more. I felt more buried in the G6.

It doesn't hurt that the Maxx's seat is more supportive and more comfortable than that in the G6 or the Mazda6. The size, shape, and spacing of the side bolsters combine to provide very good lateral support in turns. The seats' center panels are cloth, further increasing their grip. Unlike in the Pontiac or Mazda, neither full leather nor heated seats are available with the SS. For heated leather/faux suede seats you'll have to go with the lux LTZ trim and its 3.5-liter V6.

The rear seat in the Maxx is a bit low to the floor, but can be slid back so far that this isn't really an issue. Nearly as much legroom is available in back as up front. The rear seat also reclines, good for napping on long trips.

The rear seat in the Mazda6 is a bit tighter, but at least as comfortable.

Glass panels over the rear seat are standard. I once test drove a Maxx with my kids. They kept reaching up and releasing the sunshades, and then complaining about the sun in their eyes. This could be a nuisance with kids large enough to reach the releases for the shades but not quite able to put the shades back in place.

On paper the Maxx offers only two-thirds the cargo room of the Mazda6. But the amount of space doesn't appear much different, suggesting that Chevrolet used a different measuring system. In the regular Malibu Maxx--but not the Mazda6--the front passenger seat folds to enable especially long items to be carried. The large bolsters on the SS's front passenger seat preclude this feature. A shame, as it has proven very useful in my wife's PT Cruiser.

On the Road

In place of the regular Maxx's 201-horsepower 3.5-liter V6 the SS substitutes the same 240-horsepower 3.9-liter that powers the G6 GTP. The larger engine is noticeably stronger, but not strikingly so. I suspect this is because most of the horsepower gain is at higher engine speeds, while the wide-ratio four-speed automatic forces the engine deep into the midrange following each shift. As in other GM cars powered by four-speed automatics, you won't be exploring the top end of this engine at moderate speeds unless you hold first gear from a standing start or go fast enough to reach the power peak in second. At which point you're no longer at a moderate speed. The Mazda's manually-shiftable six-speed automatic would be very welcome in this car.

Under hard acceleration the Malibu suffers from some torque steer, and the front end gets a little light and wanders a bit. But both characteristics are also present in the regular V6 Malibu, as well as in many other torquey front-drive cars (such as the Nissan Altima).

Torque steer is generally absent in the Mazda6, but then its V6 isn't nearly as torquey. Though the Chevrolet engine feels more eager at lower to moderate engine speeds, the Mazda six revs much more easily and smoothly--even though it's hardly a paragon in this regard. The 3.9 might be the first pushrod engine with variable valve timing, but it retains the feel and character of a traditional Detroit powerplant.

I liked the shifter-mounted "range selector" mounted on the shift knob when I first drove the Malibu. I found it much easier to use than most systems for manually shifting an automatic, as my thumb has finer motor control than my whole arm. In the SS this button has more direct control over the transmission, and thus functions much like similar systems in other cars. The transmission reacts quickly when you tap, though I don't think as quickly as it did in the paddle-shfited Grand Prix GXP. Either way, this feature is of limited use above 35 miles-per-hour as second is too tall but first is not accessible.

I wish that a six-speed manual was available with the Malibu SS to enable more control over the powertrain. But not the six-speed that is offered in the G6 GTP, as it is the clunkiest, balkiest shifter I've sampled in recent memory. A five-speed manual is standard in the Mazda.

Unlike other Malibus, the SS has a conventional, hydraulically-assisted power steering system. Road feel improves with this system, but ia still average at best.

Nevertheless, I enjoyed how the Maxx SS handled. It reacts quickly to steering inputs, doesn't lean much in turns, and doesn't plow much for a nose-heavy front-driver. GM has often noted that the Malibu shares a chassis with the Saab 9-3, which will soon be available in SportCombi (i.e. wagon) form. You'd never know this from driving the car. While the Malibu feels decidedly tauter and more solid than the truly homegrown Impala, it lacks the lithe feel of the best European cars. Japanese cars generally feel lighter on their feet from behind the wheel, even dainty, and the Mazda6 fits this pattern. In comparison, the Malibu Maxx SS feels brawny, as perhaps any car wearing the SS label should. Despite this heavy feel, the Maxx still seems to react more quickly than the G6 to steering inputs, and I enjoyed driving it more.

Grip is good, but not great. I blame GM's odd choice of tires for both this car and the G6 GTP, Goodyear Eagle LS2's. These are touring tires, not performance tires. They start squealing in turns a bit earlier than I'd like, but thankfully don't squeal too loudly. Summer-only performance tires are optional

Ride quality suffers a bit from the 50-series tires, with minor kicks over some bumps, but remains far from punishing. Noise levels are moderately low. If memory serves, the Mazda6 rides a touch more firmly and noisily.

Chevrolet Malibu Maxx Price Comparisons and Pricing

Though the Malibu Maxx SS's base price of $24,500 is about $3,000 more than the Maxx LT, accounting for the SS's additional standard features actually makes it's feature-adjusted price a bit lower than that of the base LT, and only about $800 over the luxury-trim LTZ. The larger engine and other SS bits are easily worth this much.

The Mazda6 hatch is the only similarly-sized five-door hatch. Similarly equipped it costs nearly $5,000 more than the Malibu.

Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)

TrueDelta's page for the Chevrolet Malibu:

http://www.truedelta.com/models/Malibu.php

Last Words

The Malibu Maxx is an odd car, a five-door hatch with awkward styling and a big six connecting to the pavement through large, 18-inch wheels. Perhaps for this reason I find it oddly appealing. There's simply nothing else quite like it. Even the upcoming Saab 9-3 SportCombi (which I'll check out as soon as possible) doesn't seem as unique. Perhaps this is where the quirkiness that GM extracted from Saab ended up?

It doesn't hurt that the Malibu SS is more fun to drive than the supposedly sportier G6 GTP. I connected with this car unlike with the Pontiac, and despite having a salesman along this time.

The Mazda is more refined and has a six-speed automatic, but ultimately is a much different car. The Mazda is technically superior and has more mainstream styling, but despite a lot of effort on my part I've never quite warmed to it. The Chevrolet is, well, more interesting. And much less expensive.

So, if you also somehow find this car appealing, then by all means go visit a Chevy dealer.

A Note on Chevrolet Melibu Maxx Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy a Malibu Maxx rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Chevrolet Malibu Maxx reliability comparisons.

Before I can report results, I need data on all cars--not just the Malibu--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. For non-participants, this access will cost $24.95.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

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Some of my reviews of related vehicles:
Chevrolet Malibu Maxx review (2004)
Mazda6 review
Pontiac G6 review
Saab 9-3 review
Subaru Legacy GT wagon review