2008 Subaru Impreza WRX STI Preview

The new Subaru Impreza did not bowl the media over in ways that perhaps
The highest order of Impreza is arriving soon, and it's going to be good.people were expecting. Journalists picked the new sedan and hatchback combo apart, criticizing, in particular, the styling, the interior and its lack of “Subaru” character. Even the WRX didn't manage to escape disparaging remarks, now pegged as being too soft and too refined. Many of these changes were made in an effort to attract new customers to the lower-volume niche brand, much like an indie band with a loyal but small following forced into a makeover by an agent pushing the record sales agenda. While the Impreza and WRX have grown up into a more mature, less exciting group, it's still rock and roll for the highest-performance Impreza, the WRX STI. Given that the new Impreza's derivative styling has resulted in so much controversy, it seems appropriate to start here. It would seem almost improper for the STI to be a beautiful car, and thankfully it isn't. If the STI were an athlete, it'd appropriately be a boxer, aggressive, in-your-face, and ready to knock the wind out of you at a millisecond's notice. As far as looks go, the new STI suits the profile just about right. Subaru has taken the generic shape that is the Impreza hatchback and has toughened things up quite a bit. And you can bet your bottom dollar that all of these changes,
The WRX STI looks a whole lot like a rally car, and that's because it's the closest thing to a rally car you can buy for the road. right down to the most minute and superficial-sounding, are present for their ability to improve the performance of the car. If you don't like the hatchback style of the Impreza, you're out of luck for the STI will only be made in the five-door body style. All STIs come with significant body reinforcements, and it would make little sense for Subaru to invest so heavily in the sedan, which is only sold in North America, not to mention that the hatchback body style is what's being homologated for FIA World Rallying next year. Stare at the STI - if you dare - and it's apparent that this is no normal car, let alone a normal Impreza. Parked next to a WRX, the STI looks a thousand times more aggressive, lower, tauter and more muscular. Part of that stance is delivered by the extra 2.2 inches of body width, wrapped by flat-faced fenders that seem to barely contain its wheels. The STI isn't a car that needs to prove anything to anyone, so having a body kit as mean and as aggressive looking as this, is not to impress your pals, but to feed the brakes and the engine while making sure the front end of the car stays planted solid to the ground. Having no trunk lid poses little trouble to Subaru's engineers, as the roof-mounted unit continues the “my wing is bigger than yours” competition. As a plus, you can get some pretty cool looking 18-inch BBS alloy
Although they're not Recaros, the WRX STI's interior offers a little more flair than the standard car. wheels, which are well worth the extra money. Inside, much of the driver's surroundings remain the same as with the regular Impreza, but with a little more glitz and glam. The upgrades to the regular Impreza pay dividends in the cabin, which is assembled with much better fit and finish and higher grade materials. Most importantly to Subaru fans are the little touches that make the STI special – the shift knob, the gauges, the steering wheel and of course the seats. They may not be the Recaros that the Japanese version cars get, but they're leather-and-suede clad and heavily bolstered. Although it will rarely be mentioned alongside the performance specs, the new STI is roomier than before, offering superior back-seat comfort. Oh, and the hatchback body style affords owners with quite a bit of easily accessible luggage space, plus 60/40 split folding rear seats, a feature that the old car did not have. Where Mitsubishi decided to overhaul the Evolution completely from the ground up for generation X, Subaru seems to be content with keeping its powertrain more or less the same, down to the point where domestic and
SI drive makes an appearance on the WRX STI, as does the control over the center diff. Interesting, no? ()North American-bound versions feature different powerplants. The engine's code name is, for instance, the same, although internal changes to the intake and the block have been made for strength. It has the variable valve timing on the intake and exhaust valves, and the same upgraded components like pistons and con-rods that facilitate combustion. What you will find different has to do with torque. Subaru has managed to improve the torque curve and the torque development characteristics of this engine, plumping it up in the mid range. Part of this is in the name of seamless performance, but part of this alteration will make the car easier to drive on a day to day basis. Peak torque arrives some 400 rpm earlier, although the peak torque output has not changed at 290 lb-ft. As for horsepower, a bigger intercooler and better breathing ability enables it to make 305 horsepower over the old car's 293. This engine, however powerful it may be in a car of this size, appears to be less stressed than the domestic version, which uses a 2.0-liter flat-four (versus our 2.5-liter), yet makes more power and torque at 308 hp and 311 lb-ft.
Yes, that hood scoop is the real deal. One of the changes to the STI's suspension follows in suit with the rest of the Impreza range in that it features a new rear setup that features double wishbones instead of struts. This gives the STI more stability in the corners, not to mention a slightly more supple ride. Reportedly it allows you to eat up any road with startling pace. Proving that the new STI is as much for the Playstation generation as ever before, it's got more goodies, like the SI-Drive system, which allows the driver to change throttle response via a circular knob near the gearshift lever. Where on the Legacy it may change from smooth to performance, the scenario for the STI is from sharp to even sharper. Then there's the issue of stability control, something previously unheard of. It features three modes, on, sport and off, which decrease its interactivity depending on how brazen you like your driving experience.
It's a serious car for serious enthusiasts. Last but not least is the system that Subaru calls DCCD, short for Driver Controlled Center Differential. This highly advanced piece of technology allows the driver to determine how much lock the center diff will allow in distributing power; he or she has a baffling nine different possibilities to choose from, which will alter the car's behavior significantly depending on driving style and road surface. Some will, of course, prefer to leave the system to its own devices. As for the all wheel drive system, it's the same as it's always been, symmetrical for better power delivery, weight distribution and balance, and with helical limited slip differentials to ensure that every last ounce of power and torque hits the ground. The thing about any vehicle wearing the badge of Subaru Technical international is that it'll be a brilliant drive no matter what the conditions are, no matter where on this planet you are. The ultimate test instead will be how this car performs against the new Evolution X. We'll put the two of them to the test as soon as we can get hold of them, but we'll have to wait until next year for the results.

2008 Volvo V50 T5 Road Test

Over the past couple of years, Volvo has smartly used the V50 to knock
Who says second impressions don't count? (down the stereotypical image of their station wagons. Aside from being boxy, durable and capable of hauling large quantities of people and luggage in absolute safety, they've never been the apple of most peoples' eyes. So, when Volvo first unveiled the V50 a few years back, it was with great surprise that it was a small station wagon that had as much emphasis on style and driving performance as it did on safety and practicality. For its mid-life update, Volvo decided to separate the S40 and the V50 slightly by giving them different appearances. This of course also sets them apart from their other chassis mates, the C30 hatch and the C70 convertible, which carry through unchanged. What you'll find on the new V50 is more or less a new bumper and a more pronounced grille, turning those flat-ish front surface links into a more robust looking front valance. This creates a visual bridge that reflects the styling of the new 2008 V70 station wagon and its country cousin, the XC70. This is mildly different from the S40, which mimics the shape featured on the new S80. The slight nose end changes are followed through with new taillights featuring different
Zaurak wheels may have a funny name, but they do look good. ()lenses. As big as I'm making these changes to be, in reality they're very mild. Without being pointed out, it's quite possible for the latest V50 to pass by unnoticed. Much the same story goes for the interior, where a lot of detail work has been done, again much of it subtle enough to pass by the untrained eye without notice. It's a bit sad, when you come to think of it. Some engineer or interior designer spent months and months perfecting the ergonomics or the design, only for it to be overlooked, as in the grand scheme of things big changes aren't popular within Volvo. Naturally, all eyes are drawn to the floating center console, which is pretty much the only thing that's gone by untouched. But start poking around elsewhere and you'll start to find change. The area behind the console has been hollowed out for more room – enough to store a small paperback novel – and the door panels themselves have been redesigned to allow for more elbow room. Other changes include a redesigned handbrake, which takes up less space. Even the key has been reworked slightly, with new buttons, though the shape remains
Spot the differences? Without help, it can be tricky. )the same. Volvo has added a proximity sensing keyless start to the options list too. Part of the reason for the S40/V50 update is to make these little Volvos more upscale vehicles, which is where all sorts of new clever features that make it a better family car and a better luxury car come into play. To better protect your most precious cargo, Volvo now offers a pair of booster seats that have been integrated into the rear bench. The rear seat cushions snap upwards for a taller seating position, revealing a wipe-down plastic floor to keep your seat cushions clean. It's quite intelligent, as it doesn't require any fiddling about with any aftermarket safety seat or tethers, and because the standard three-point seatbelt is used it makes setting it up and putting it away easy. Likewise, buyers will come to appreciate the powerful new Dynaudio sound system, which literally fills the cabin with wonderfully rich sound. Volvos have always had some of the warmest sounding stereo systems available, thanks to Dolby Pro-Logic processors, but the addition of high-fidelity speakers takes things to the next level. Dynaudio speakers can be identified by their red logo and silver
As far as I'm concerned, Volvo = Style. ()trim rings around the doors. A six-disc CD stacker comes with the upgrade package.One thing I had my eyes set on was the new Nordic Light Oak accent trim, something I first saw when the updated car was released internationally. This layered veneer effect trim gives the curving center console the timeless, classic look of bentwood chairs that are popularized by a certain Scandinavian furniture store. High-gloss Virtual White trim – think Apple iPod – is another option that we can't get here, and previously frosted semi-translucent plastics were available, allowing you to see the inner workings of the system. I did find out, though, that your local Volvo dealer can order the parts and install them if you're really intent on having something a little different. Otherwise, it's a choice between gray-ish plastic called Bauxite, and sporty and authentic aluminum trim.
T5 model posts a slight hike in power. And what would a Volvo be without a good set of seats? The V50's are nothing out of the norm for Volvo in that they're supportive, comfortable and fatigue-free over long distances; the only difference is the material that they're trimmed in. Sure you can get leather, but why would you when T-Tec is standard? This intriguing fabric feels a little like a wet suit, and adds character of its own. Unfortunately, it's only available in some rather dark colors, Graphite and Lava Gray; Europeans can choose from a much larger pallet which can really brighten the mood of the otherwise off-black interior. And like those seats, safety as a priority hasn't changed at all either. Besides its stellar reputation to live up to, the V50 has a full repertoire of airbags and active safety features including the BLIS blind spot warning system which is now available on all Volvo products. And even though most cars have as many airbags as the V50, there's really only one company that crash tests its cars into sheer cliff faces. One thing that I am surprised not to see as standard equipment or even on the list of optional equipment is a Bluetooth capable handsfree
Practical, from load-lugging and child-transporting perspectives.system. Volvo is the king of safety, so why shouldn't the car do everything it can to help prevent distracted driving? Pondering aside, the V50 is unique in that it doesn't quite fit in the standard luxury wagon marketplace. Its size is best described as handy, it's easy to maneuver and control in tight urban areas because it's smaller than just about everything it competes with. In terms of its practical size, the nicely carpeted trunk offers 14.7 cubic feet from the floor to the window line (measured EU style) and 32.4 cubic feet from floor to roof (SAE style). It isn't a whole lot of cargo space, but then again it's a relatively compact car. Instead of length and depth, it is the height that really gives the V50 the cargo advantage over its sedan sibling. As they say, it's not so much the size but what you do with it. Fold down the rear seats flat in a two-stage effort and things improve considerably to 71.2 cubic feet (SAE style), but because of the V50's smaller physical size you won't find as much room inside of it as say, an Audi A4 or a BMW 328xi. Also missing from our options list is a self-adjusting rear suspension system, ideal for those who carry heavier loads. One negative regarding the folded seats is that with the seat down, the fore/aft movement of the front seats are limited, which can compromise a proper driving position for taller drivers. The front passenger's seat can even be folded flat for more room. The bottom line is that the V50 isn't your traditional Volvo load lugger, but that's okay as it makes up for it in other areas.You might not buy a sports car to transport crates and people, but that doesn't mean you can't buy a Volvo station wagon for driving enjoyment. The T5 we had for testing was swift; when driven, you certainly feel the punch, but the weird thing about the engine is that it doesn't feel as fast as it really is. There's no question about the rush of acceleration, but the fact that it's so very well insulated from sound and road noise gives a deceiving impression of what's going on in the world around you. For this year, the turbocharged variant has a posted hike in power to 227 horsepower,
T-Tec fabric: who needs leather? up from the 218 hp available previously. Standard to the T5 is a very slick six-speed manual transmission, with a five-speed Geartronic automatic 'box as an option.People don't normally think of Volvos as being good handling vehicles, but this is another department in which Volvo is changing people's opinions. For anyone coming from an off-lease older-shape S40/V40 or an older V70, the V50 is a sharp-handling delight. Being based on one of the most critically acclaimed chassis on sale today, it feels solid and rigid in the bends. Although the V50 is a touch softer around the edges than some of its Germanic or Japanese rivals, it's eons better than what Volvos used to be like – I would know, I've got one as a daily driver. And for those thinking that this amount of power will corrupt the drivetrain with torque steer, this also is a myth worth busting. Under hard acceleration in low gears the traction and stability control prevents wheelspin effectively, and once momentum is built, the steering wheel doesn't much have a mind of its own. To truly eliminate any worries about torque steer, an AWD version of the
Ideal transportation for new and growing families alike. )T5 is available with the Haldex system for additional grip. The less powerful, non-turbocharged 2.4i model doesn't have these troubles. I quite like the V50, and not just the high-performance T5 models. It's a combination of their size, their appearance and their uncompromised quality and safety that appeal to me. Like most new Volvos, it feels durable and well built, but it doesn't just look smart, it feels smart. Today's modern crossover vehicle is little more than a medium sized all wheel drive station wagon jacked up for extra height. By keeping things down to earth, one might relate the V50 as the thinking man's compact crossover vehicle, without the need of wasting vertical space. If there is a mark against Volvo, it's that the V50 can get quite pricey. This particular wagon was far from fully loaded, lacking navigation, BLIS, swiveling xenon headlamps, leather, AWD, automatic and more, yet already it's nearing the $35,000 mark. However, sticking with a more basic 2.4i will allow you to keep prices in the mid $20,000s. Though comparatively equipped rivals may cost more – as much as $10k more – once again, the size factor chimes in. But, price aside, for a small family, you couldn't ask for a better vehicle.

Pininfarina to Engineer, Design, Build New Electric Vehicle

Thanks to forerunners like Tesla, electric cars seem to have a cool new image they've never enjoyed before, and
Pininfarina is usually behind the scenes, but this time its name will be front and center. if all goes according to plan with Italian coachworks firm Pininfarina and French battery experts, Bollaré, a new even cooler player is about to enter the ring. The two have teamed up in a 50/50 joint venture collaboration, which will have Pininfarina designing, engineering and assembling the vehicles and Bollaré engineering and producing the powertrain and batteries. The vehicles will be known as a Pininfarina, although other than this has yet to be named. Although no images of the car are yet available, it should be in good taste; after all, it's being penned by one of the most famous and successful design houses in the world. Key details of the plan have been announced however, and state that the car will seat four occupants and will be fully automatic. Most importantly though, are the prospective specs. Pininfarina wants the car to be a replacement for a regular automobile, and not just a tiny city car or fancy exotic. This is where a decent range of 155 miles (in the city) will come into play, and an ability to sprint from a standstill to 35 mph in 4.9 seconds. It'll do well for itself on motorways as well, as it's been given a top speed of 80
No, it won't look like this one... mph. Thanks to Bollaré's Lithium Metal Polymer battery technology, the electric car should be fairly practical. Full charges will take in the neighborhood of five hours on a typical household outlet, while five minutes worth of charging time will equal 15 miles of distance, enough for small errands. Battery longevity is a matter that Bollaré has also worked on; new battery pack technology should allow the car to last upwards of 125,000 miles. Plans include production of 15,000 units per year, and sales across the globe including Western Europe, Japan and North America, making it a true international vehicle. Meanwhile, electrics experts Toshiba has just announced
It'll probably look more like this car... but larger. a new type of lithium-ion battery that's perfectly suited for use in electric cars. The Japanese giant, known particularly for their laptop computers, has announced that its batteries will be able to charge to 90-percent maximum capacity in a mere five minutes, which is comparable to the wait times one would experience when filling up a car with gasoline or diesel at the pumps. Toshiba also made ground in durability and longevity, where it claims that its batteries will be good for 5,000 charges. If indeed this were the case, the bulk of the impracticalities associated with electric cars would be dispelled. Toshiba is planning on banking in big-time with its new batteries, which are expected to bring in sales of $900 million by the year 2015. No word yet on when these batteries will be ready to launch in the marketplace.

2008 Chevrolet Malibu Road Test

The name Malibu brings back a lot of good memories, and some not so good. It was this car, in '76 two-door guise that I took my driving test with and continued to use, when mom let me have the keys,
Our '76 Malibu kind of looked like this, although it was burgundy. for umpteen dates including grad. It was also in this car that I experienced my first accident, having been broadsided by a yellow cab that had run down the outside lane before an intersection and, his timing a bit early, jumped the light meeting my passenger-side door. The car lived on, passing through various family members until I got it again about a decade later and drove it into the ground, literally, when the entire right-side rear axle fell out of its moorings as I turned a corner, taking the wheel and tire with it as I dragged the big coupe down the road on its bumper ... funnier to think of now than it was then. Over the years, from an early '80s wagon to more recent press cars, I've driven
This is the kind of Malibu collectors and rodders want. Chevy's bread and butter family car and, while it never was as large or as powerful as that '76 V8-powered, rear-drive “midsize” model that took me through my late teens, each generation of Malibu was fully capable of transporting me and my clan in comfort, and in later years even a little performance was thrown in. Then again, after spending a day driving the new 2008 Malibu from Morro Bay, California to LA, through the circuitous coastal and inner highways of the Golden State, I'd have to say nothing that has previously worn this badge even came close to achieving what the General has done now. Truly, throw out everything you've ever thought about the Malibu. OK, keep the heritage of the mid-to-late '60s and early '70s coupes that were really Chevelles with Malibu badging and a few trim upgrades, not to mention the El Camino and Caballero (GMC's variant) car-based pickups that are now rolling collectors' items.
Yes, Chevy's got a rich heritage with the Malibu. I suppose our '76 was party to such badge engineering, it having a Chevelle sibling available alongside, a formula that followed with the Malibu remaining a spin-off until the last Chevelle was made for the 1977 model year. Malibu, which by this point was the dominant family member, was remade into a more compact design and continued in Chevy's lineup until 1984. After a thirteen year hiatus it was revived in 1997, and continues as the brand's mainstay sedan to this day. Why the history lesson? Simply because Chevrolet has a rich heritage in this part of
The 2008 Malibu certainly looks worthy of carrying on the name. )the world, and Malibu, in its various forms was a critical part of the bowtie brand's success in its heyday and important in keeping it above water in recent years. So, does this new Malibu spark a renaissance that we'll be able to look back on in years to come as the moment a domestic carmaker took back enough of its once loyal buyers to the point that Toyota and Honda's Camrys and Accords sold in fewer numbers than Chevy's midsize model? Not likely. But mark my words, as good as Ford's new Fusion is and Saturn's Aura, for that matter, this new Malibu has more on its side to put up an honest fight against the now dominant Japanese and come out shining after every round. Compared to the outgoing Malibu, a rather frumpy looking machine that appeared more like a boxy little truck when it debuted than anything fun to drive, the new one is a nice mix of bold charisma and feminine curves. Its strikethrough grille, finished in black or chrome mesh,
It's sleek in profile. divides upper and lower openings, Chevy's bowtie emblem in gold at the centermost position, and the lower fascia adds another center air vent that makes the grille appear as if it extends right down to the lower lip. The stylish headlight clusters aren't as much recessed as the grille and hood protrude outwards, forming a strong fender line that extends rearward, up the A-pillar and then down the C-pillar ending in a totally different fashion at the rear. Other designs that incorporate strong front shoulders like this, such as Volvo's S60, normally continue this trend through to the rear fenders and taillights. Not wanting to do what others have done already, which would result in a modern day cliché, Chevy allowed the roofline to simply blend into a rounded trunk lid with a
Its rear end design is unique and attractive. Kamm-like tail end, highlighted by S-shaped bumper cuts from the rear wheels to the edge of the trunk, no doubt inspired by the Corvette. The design team let this subtle reference to the 'Vette remain isolated to this instance only, so circular taillights don't come as part of the package, but rather the L-shaped lights are a classy addition, somewhat minimalist in their design but nevertheless very attractive. The car's overall profile is long and lean, appearing lower than it really is thanks to a steeply raked rear window that pushes well into the rear deck lid where most cars would already be halfway past their trunk hinges, and the wheelbase, now at 112.3 inches, is longer than the previous Malibu's and lengthy for the midsize class as well. The added length translates into greater interior room than the old car, which was already very roomy. Rear passenger
The coastal drive was spectacular. room is amongst the most accommodating in the segment, another plus for a car that will probably get some taxi work in four-cylinder and hybrid form. GM had all variants at Morro Bay, California, where my stint in the Saturn Astra ended and opportunity to test the Malibu began, which made the day's glorious drive down the PCH and through surrounding mountains a truly enjoyable experience, although a real mixed bag between performance and thriftiness. The Malibu Hybrid is the real miser of the bunch, which is as it should be as evidenced by Honda's ill-fated, performance-oriented and rather expensive Accord Hybrid ... R.I.P. Chevy's hybrid is not only efficient at the pump, achieving an estimated 24 mpg in the city and 32 on the highway, which, while not all that much better than the base car's stellar 22 and 30 city
For many, the Hybrid will be the way to go. (Photo: Trevor Hofmann, American Auto Press)and highway rating (at least not much better in the city) it doesn't cost all that much more to go green either. Compared to the $19,995 base car, a Malibu Hybrid can be had for $22,790. See what I mean? Not a particularly big jump for the fuel savings and social benefits. Just in case you were on your way over to Toyota, Nissan or Saturn's websites to check pricing, the Malibu Hybrid is the most affordable midsize hybrid available in America. Going for the hybrid could be like getting a little free performance and a bunch of top-line features plus a lot of low cost goodwill. And yes, you can feel the electric motor's 43 lb-ft of added thrust off the line too (the electric motor is actually 44 hp but the gasoline engine makes 1 lb-ft less twist), more than
A full lineup of Malibus was on hand for testing.making up for its small increase in curb weight, but I didn't really notice much difference at the top end where the hybrid only adds 5 horsepower to an engine that's detuned by 5 horsepower, so it's a wash at 169 ponies. But really, when it comes to pulling around a 3,537-pound sedan filled up with people and cargo, all that really matters is torque. It's hard to say whether or not the Malibu Hybrid will be a big seller, and I suppose we'll have to see what happens to fuel prices and whether or not the average person's attitude towards environmental issues causes mass change in buying habits, but I could see it making up a significantly higher percentage of sales than the Camry Hybrid does in Toyota's midsize lineup, due to the Japanese car's major price jump from base to HEV. One thing is for sure, the four-cylinder car, whether conventional or hybrid will be most popular. It's a nice car to drive, with plenty of power and loads of standard features even in base LS trim, such as power windows, remote power locking doors, power adjustable side view mirrors, air conditioning, cruise control, intermittent wipers, a height adjustable driver's seat with powered fore and aft control, a folding rear bench for longer cargo, a six-speaker audio system with AM/FM radio, CD and an auxiliary jack for an external audio device, a 12-volt power outlet up front, and a trip computer with average speed, average fuel consumption and range for remaining fuel. It looks really nice too, with alloy-look trim on the shifter, doors and dash inside, and no cost metallic paint on the outside. On the safety front the base Malibu LS includes electronic traction control as standard, as well as front, side-thorax and front-to-rear side curtain airbags. Additionally it gets front seatbelt pretensioners to keep you in place when the four-wheel
The base LS model comes well stocked with luxury and convenience features. )disc brakes with ABS and Electronic Brake force Distribution (EBD) come into play, plus a standard tire pressure monitor makes sure the best contact patch possible is ready to grip the road. An immobilizer is thrown in for good measure, making sure your car remains parked in your driveway. Oh, and I almost forgot GM's award-winning OnStar system, which will automatically radio emergency personnel accident information whether you're alert or not (you've heard the commercials). As long as the Malibu's standard features list is, my guess is that the more appealing 1LT package will be the better seller. Consider for a minute that, for $20,995, which is $960 more than base, Chevy adds partially color-coordinated side mirrors, driver's seat lumbar support, remote steering-wheel mounted audio controls, and stability control plus panic Brake Assist (BA). Those last two items, especially GM's Stabilitrak
The plastic wheel covers are so convincing you'll need to tap them to believe they're not aluminum. anti-skid system, are not only worth the extra cost on their own but could very well be priceless if they prevent an accident. And incidentally, the Malibu Hybrid gets all of the 1LT's equipment plus a few upscale items from the LTZ, to make it more appealing. Hybrid aside, another $1,680 over the 1LT will get you into a 2LT package, adding suede and leather trim accents to the seats, with those in front getting heated cushions and four power adjustments. A leather-wrapped steering wheel with a tilt and telescopic column is also thrown in, plus an electrochromic rearview mirror, a compass, height adjustable foot pedals, an integrated garage door opener and an external temperature gauge. Oh, and I nearly forgot to mention the 17-inch alloy wheels, improving braking stability and cornering, not to mention making the car look more upscale than the base model that only gets steel wheels and plastic wheel covers. But hold on a second, aren't those nice looking five-spoke base wheels aluminum? OK, I have to admit that when I first looked the car over during the walk-around presentation outside of our Morro Bay hotel I thought that alloys were standard, but upon closer inspection (and I mean I had to tap an “aluminum” spoke to notice) it became clear that the plastic wheel covers were just very, very deceptive ... they adorn 16- by 6-inch steel wheels and look very convincing and quite good doing so. Driving around Southern Cal I quickly grew fond of the four-cylinder Malibu in its 1LT
The Malibu's merits became even more apparent on the road. trim level, and if I hadn't driven the hybrid and then the top-line LTZ, I wouldn't have been swayed toward the luxury version. But it's with this top-line model that the Malibu really shines, and not just because of the glitzy features and unique interior treatments, but due to its upgraded powertrain. I'm a big believer in extra gears, and the top-line Malibu's six-speed automatic is ultra-smooth and perfectly suited to one of the nicest engines in this class, GM's 3.6-liter V6 spawned from Cadillac's sporty CTS. Its 252-horsepower and 251 lb-ft of torque is immediately available, ready to transform this big family hauler into a capable sport sedan on command. Especially sporty are the thumb-controlled steering wheel “paddle-shifters”, allowing that extra level of control needed to extract the most out of the car in the curves. And when the road starts to wind this Chevy doesn't sulk home whining, but rather
Various wheel and tire upgrades are available, and they make a difference to ride and handling. takes to the turns with an enthusiasm previous bowtie branded sedans could only have hoped to emulate. All Malibus get speed-sensitive rack-and-pinion steering and an independent front strut suspension with a stabilizer bar and coil springs plus an independent rear multi-link setup with another stabilizer bar and coil springs, a fairly common albeit sophisticated layout, which is just the way I like it. It reacts to input differently depending on the wheel and tire package offered, with the most basic 215/60R16s delivering reasonably good grip and the top-line LTZ's 225/50R18s giving the car a much sportier demeanor. Those chrome-plated 18s really look fabulous too, complemented by chrome door handles, chrome wire mesh grille inserts, chrome strikethroughs on the outer edges of the lower front valance, interrupted with chrome-rimmed circular fog lamps, and highlights on the rear bumpers. Inside, the $26,995 LTZ gets an alloy and leather shifter, leather seats with additional leather trim around the cabin, a five-way power-adjustable driver's seat including height, lumbar and tilt adjustment, a three-way power-adjustable passenger seat including height and tilt adjustment (doesn't the passenger deserve a little lumbar adjustment too), automatic climate control, an eight-speaker audio system upgrade with an in-dash 6-disc CD player and XM satellite radio (also standard in the hybrid), a remote engine starter, remote trunk release and a light in the trunk (you can't even get that in the $50,000 Lexus GS 350 I tested this week). The only LTZ options are an engine block heater at $75, a power tilt and tip sliding glass sunroof with sunshade for $800, a rear window shade at $250, and then a number of dealer-installed accessories. Chevy
For some, this two-tone black and brick color-combo was an acquired taste.drew mixed reactions for its two-tone interior, with some lauding its color choices and others visibly turned off (mostly with the reddish-brown hue dubbed Brick), but all complimenting the interior designers on the curved passenger dash that mirrors that on the driver's side, a la classic Corvette, and everyone in agreement that it's one of the most accommodating, and therefore most comfortable midsize cars in the segment. Its trunk is large too, at 15.1 cubic feet, although if you opt for the hybrid some of that space goes to batteries resulting in a slightly less voluminous 13.4 cubic feet capacity. So is this the best midsize sedan in existence? If you crunch the numbers, comparing interior measurements, features for dollars, the number of forward gears, horsepower, torque and engine pedigree, etc, it turns up on top more often
This is a vantage point you won't quickly tire of. than not, but this is not a business won or lost on such criteria. No, it's a business that GM and its domestic competitors gave away years ago by not offering cars that were good enough to go head to head with the Japanese, which currently dominate. Now, even the Koreans put up a good fight with strong midsize contenders. The Malibu, however, is more than good enough to compete, and dare I say, is better than most in the midsize category when it comes to interior room, fit, finish and materials quality, performance, standard and available features, and projected reliability (the previous Malibu was a regular on J.D. Power and Associate's top-three most dependable list). It's also one of the best looking in this class, and that alone goes a long way to pulling eyeballs away from foreign competition. So, if you're serious about owning a well-built, fully-featured four-door that can run with the top-sellers in the midsize sedan segment, you need to put the 2008 Malibu on your shopping list.