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    William Maley

    Revealed! 2014 Chevrolet Malibu

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    William Maley

    Staff Writer - CheersandGears.com

    May 31, 2013

    The current Chevrolet Malibu hasn't been getting any love from anyone. Read any review (includingours) and you'll find the Malibu has a tight backseat, subpar fuel economy, and a number of other shortcomings. This isn't helped by sales faltering a bit. Chevrolet knew they needed to fix this quickly and today, introduced a refreshed 2014 Malibu which addresses many shortcomings.

    Outside, the 2014 Malibu gets a new front end to be more in line with the new Chevrolet look. There is a narrower top grille and a larger bottom grille. Inside, Chevrolet says the Malibu's backseat gains an extra 1.25 inches of knee room thanks to redesigned front seat backs, shorter bolsters, and new cushioning in the backseat.

    Mechanical changes begin with a new 2.5L four-cylinder producing 196 horsepower and 186 pound-feet of torque. Fuel economy stands at 23 City/35 Highway, an increase of one MPG across the board. The 2.5L also gains a new stop-start system. The turbo 2.0L sees a 14 percent increase in torque (295 pound-feet). Horsepower remains the same at 259. The six-speed automatic sees new programming that improves shift points for faster shifts.

    Engineers also tackled the Malibu's suspension with new tuning for the struts and springs, and new calibrations for the steering to improve feel.

    The 2014 Malibu arrives at dealers in the fall.

    Source: General Motors

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.comor you can follow him on twitter at @realmudmonster.

    Press Release is Page 2


    2014 Chevrolet Malibu is Roomier, More Efficient

    • Fuel-saving start-stop technology added to standard model
    • Rear knee room improved by 1.25 inches
    • Chassis and suspension developments enhance drive experience

    DETROIT, Friday, May 31, 2013 – Chevrolet today unveiled the 2014 Malibu – a roomier, more refined and more efficient execution of its midsize sedan. Updated styling, a revised interior, a new 2.5L standard engine and suspension enhancements highlight the changes. It goes on sale this fall.

    "The 2014 Chevrolet Malibu builds on the strengths established by the all-new 2013 Malibu to make it a stronger choice for customers," said Mark Reuss, president, General Motors North America. "The midsize sedan segment is the most contested in the industry and we're not sitting still with the 2014 Chevrolet Malibu."

    The new and enhanced features include:

    • Revised front-end appearance
    • Roomier rear seat, with 1.25 inches (31.7 mm) more knee room
    • Redesigned center console
    • New 2.5L engine with variable valve lift control and start/stop technology helps deliver estimated fuel economy of 23 city / 35 highway – a 5-percent improvement in city mileage and 3-percent greater highway efficiency
    • Nearly 14 percent more torque from the available 2.0L turbo engine – 295 lb-ft of torque (400 Nm) – engineered for a greater feeling of power on demand
    • Suspension enhancements derived from the all-new 2014 Impala engineered to contribute to a more refined driving experience
    • New available Side Blind Zone Alert and Rear Cross Traffic Alert safety features

    Malibu's revised front-end appearance is influenced by the all-new Impala, creating a more cohesive look across Chevrolet's sedan lineup. The front fascia features a new, more prominent lower grille and the hood extends down and over the leading edge of a narrower upper grille. The grille openings – with black grille texture – are wider and accented with chrome.

    Inside, redesigned seats contribute to greater rear-seat space and greater comfort. The front seatbacks are shaped to improve rear-seat knee room, while new cushion sculpturing and revised cushion material allow passengers to sit deeper in the rear seats. Approximately half an inch was trimmed from the front of the rear seat cushion, for greater comfort behind passengers' legs.

    The Malibu's redesigned center console has a longer armrest designed for greater comfort, along with a pair of cup holders and dedicated storage for two cell phones.

    "We made changes within 18 months, demonstrating an unprecedented commitment to make the Malibu the best car it can be," said Ken Kelzer, executive chief engineer, global full-size and midsize cars. "The 2014 Malibu has been engineered to deliver more precise ride and handling that is on par with more expensive sports sedans."

    More efficient, powerful powertrains

    An all-new Ecotec 2.5L Intake Valve Lift Control DOHC four-cylinder engine with direct injection is the 2014 Malibu's standard engine. Its variable intake valve actuation enhances efficiency and helps lower emissions, while also enhancing low-rpm torque, for a greater feeling of power at lower speeds. When the iVLC system operates in low-lift mode, the engine pumps only the air it needs to meet the driver's demand. The system switches to high-lift mode at higher speeds or under heavy loads, providing the full output capability of the engine.

    New start/stop technology shuts down the 2.5L engine to save fuel when the Malibu stops momentarily, such as at stoplights, contributing to an estimated 5-percent increase in city fuel economy. The engine automatically starts again when the driver takes his or her foot off the brake. An auxiliary battery powers electric accessories such as the climate system, power windows and radio during engine restarts.

    The new 2.5L is SAE-certified at 196 horsepower (145 kW) and 186 lb-ft of torque (253 Nm). Revised transmission shift points and quicker shifts also enhance the feeling of performance – while delivering greater refinement.

    Additionally, the 2014 Malibu's available 2.0L turbo engine delivers nearly 14 percent more torque than its predecessor. It is SAE-certified at 295 lb-ft (400 Nm). New engine calibration and tuning account for the improvement, making the Malibu 2.0L turbo's torque the best in the segment, even among competing six-cylinder-engines. The result is a stronger feeling of acceleration from a stop and a greater feeling of power on demand in almost all driving conditions.

    The 2.0L turbo also produces an SAE-certified 259 horsepower (193 kW).

    Chassis refinements

    Chassis and suspension updates inspired by the all-new 2014 Impala also contribute to the 2014 Malibu's more refined driving experience, including rebound springs that are internal to the struts. They enable more refined calibration of the dampers for a smoother overall ride, while also improving body roll control and weight transfer during acceleration or turning. That helps keep the wheels planted, contributing to a more precise, controlled feel – especially while cornering.

    Fuel-saving electric power rack-and-pinion variable-effort power steering is standard and enables nearly effortless low-speed maneuvers and a higher degree of steering feel at higher speeds. Revised, higher-effort calibrations for 2014 were engineered to improve the overall steering feel. Also, the Malibu's brake system has been revised to provide a more confident feel.

    Additional chassis control technologies include four-channel anti-lock brakes, full-function traction control, four-corner electronic stability control, electronic brake force distribution, brake assist system, corner brake control, hydraulic brake fade assist and drag torque control.

    Enhanced safety

    New Side Blind Zone Alert and Rear Cross Traffic Alert safety features are offered, adding to the protection from a car that received a 5-Star Overall Vehicle Score in the New Car Assessment Program from the National Highway Traffic Safety Administration and a 2013 Top Safety Pick by the Insurance Institute for Highway Safety. Both are the highest ratings possible.

    Malibu also comes with 10 standard air bags and an available rearview camera system.

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    The 2014 Malibu underwhelms me because I dislike the front styling. However, Chevrolet is stuck with this until probably at least the 2017 model year. GM probably put the car on a shorter wheelbase to protect the Impala, but I expect higher prices will cause sales of the new Impala to drop. The next generation Malibu must be lighter and significantly more fuel efficient because of CAFE.

    GM made it clear that the Impala will only sell half of what they did but with a much higher exchange price. This will make each unit more profitable.

    There are times where lower volume and higher price works better than high volume and little profit.

    I think the E brake issue is simple. Most people like them in the console and with much of the feed back they have gotten they may have gotten enough to make the move.

    Also GM is looking to capture import owners and most imports have them there.

    Add to this that it may be cheaper than an electric one too so they can move cost down with some other changes. The mid price market does not have a lot of demand for electric E brakes. In fact I know a few people like the mechanical as they know it will always work no matter what. It is a back up brake you know.

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    The console E-brake lever is fine in a sports car, but in a mid-size sedan it's just a fashion (??) trapping. Space is a premium here, and an electronic or under-dash e-brake makes imminently more sense. That space could've been a small lidded compartment. A console lever certainly doesn't add functionality or ease of use or any other positive. And frankly, that leather boot is just a difficult-to-keep-clean debris catcher. The rest of the console does add function & looks pretty good- just eliminate the brake handle.

    The console E-brake lever is fine in a sports car, but in a mid-size sedan it's just a fashion (??) trapping.

    I assume they use a console parking brake lever because it's cheap...nothing 'fashionable' about it..and a console pull lever is what the standard control is world wide in cheap midsizers.., since this is a world car, they standardize such controls.

    An under-dash pedal is going to be cheaper than any console lever with it's leather boot, nicer handle etc., so the console lever has to be costlier. Why spend more for the exact same function AND less space- I can only conclude it's the fashion-ality of being more "sporty". If it's standardization for the rest of the markets, boo I say.

    As to standardizartion; the more you make yourself like everything else, the less compelling your pitch to buy your widgit is. However, show a real advantage to your approach (more room/storage in the console area) and you've earned yourself notice.

    Now they have one console for the whole world rather than a US-Spec and an Everyone-else-spec. One design is cheaper than two. Remember, they sell this with a manual transmission in other countries.

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    New front end looks more SS than Impala... Curious, maybe because the Impala (and Traverse too) are NA specific models, so they can make them a little different from the Chevrolet global 'face' all other wear...

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    Now they have one console for the whole world rather than a US-Spec and an Everyone-else-spec. One design is cheaper than two. Remember, they sell this with a manual transmission in other countries.

    I wonder if the RHD models have a different console w/ the parking brake and shifter positions reversed.

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    I am really impressed though how far this class of cars has come in the past 10-15 years. Look back at a 2002 Malibu and how terrible it was compared to the interior in this car. Or the Altima, Sonata, or Taurus of the late 90s, to early 2000s and how terrible they were. Most of this class was cloth seats and plastic wheel covers and power locks and windows were your luxury features. Now they all have 17"-18" alloys, sat-nav, touch screens, leather seats with stitching, voice control, lane keep assist, etc. Cars have come a long way.

    the reason this class has come so far, because people are lucky enough to even get a 'new' car these days, where in the past many could get luxury cars. To some degree this class has absorbed some of the luxury aspect, and at prices that people can actually get into these days.

    Plus, in terms of real innovation aside from leather, safety stuff, sunroof, and stability control, stuff that has become common the last several years, aside from in cabin electronics, there hasn't been much new technology accessible to the masses. So the now typical technology is getting less expensive to incorporate.

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    Price is part of it but all MFG's are doing all they can to get people to accept down sized vehicles no matter if it is a sedan or SUV. To meet MFG standards they need the majority of people in smaller cars and try to still offer a few big ones at a higher price.

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    The thing this approach does, tho, is erode the price tag difference 'legitimacy' between models. IOW, once the vast majority of equipment/features is found on entry-level-esque models, why would anyone buy the mid-market or top-end models? IMO, it's a bit of auto-cannibalism. The only way I see this working long-term is lessen the number of lines within a brand and increase the degree of 'tailoring' one can do within the fewer lines.

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    Now they have one console for the whole world rather than a US-Spec and an Everyone-else-spec. One design is cheaper than two. Remember, they sell this with a manual transmission in other countries.

    I wonder if the RHD models have a different console w/ the parking brake and shifter positions reversed.

    here's a 2013 with stick

    5.jpg

    Price is part of it but all MFG's are doing all they can to get people to accept down sized vehicles no matter if it is a sedan or SUV. To meet MFG standards they need the majority of people in smaller cars and try to still offer a few big ones at a higher price.

    that too. being forced into doing it

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    I do like the updates mostly, but there is a few things that GM was simply blowing smoke up people's asses on.

    The interior redo did nothing to fix the stupid ugly POS strakes and that crap on the dashboard. It still has a $h! looking steering wheel that is on most GM stuff. It still has two pod gauges that look marginal in a Camaro but look like crap compared to the Impala.

    They did nothing to add rear seat space except reshape the seat and take away a little front seat padding. The big problem in the malibu is ingress / egress and the position of the seat mounts and lack of footspace due to the base of the seat. Some knee room is welcome and it will help but they did nothing to really fix the problem, and of course with like 9 inches of space under the hood that is not used and no desire to reconfig the rear structure or the position of the airbags, that is all they could do. They really should not even mention it its close to worthless.

    The turbo upgrades are great, this car SHOULD win comparos in this class for performance.

    Pluses, the center stack is among the best, that was left, thankfully. I hated the old cupholder layout, it rendered the armrest useless. That they fixed that and in an attractive way is cool. The cell phone slots are a trendsetter, why not raise em up and have the base of them see thru and put the charge ports in them?

    Going away from the e brake was completely stupid. Why not keep it?

    Love the new front end considering all they could do with not wanting to redo the headlights.. I see many new BUS on the road and coming at you, the grille looks too high and too big, this reshape will help nicely. And the Impala and Malibu will be distinctive in many ways.

    Stop start standard, will it be reliable, and do people want the ability to shut it off? Will the motor die when you need to make a left turn across traffic? For my driving it would save some mpg. I just hope it has no bugs.

    Edited by regfootball

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    A poster on another board succinctly described a problem with GM's lineup

    "Cruze's additional interior size over Focus makes it a lot close to the Malibu

    which in turn cannot be increased in size without compromising Impala's postion.

    Look at Buick's line up Verano-Regal-LaCrosse and the compression/overlap is worse

    as the Regal and LaCrosse are both slightly smaller than Malibu and Impala."

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    A poster on another board succinctly described a problem with GM's lineup

    "Cruze's additional interior size over Focus makes it a lot close to the Malibu

    which in turn cannot be increased in size without compromising Impala's postion.

    Look at Buick's line up Verano-Regal-LaCrosse and the compression/overlap is worse

    as the Regal and LaCrosse are both slightly smaller than Malibu and Impala."

    We have covered this ground here already in the past.

    GM needed new cars and platforms but they needed new cars worse. We got the cars on older platforms. Now that GM has done the quick fix for the models they are now working on new platforms and we will see GM resize their line up from there. Also now that we are getting the more expensive Cadillac's it will make more room for Buick.

    Next up is the new Cruze and Verano on the new resized platform. After that I expect we will see a new platform for the Regal and Malibu at some point hence no great redo for the Malibu here.

    In the end I expect to see a smaller Cruze, a Malibu that is similar in size but better packages and the Impala to remain on the highly refined platform it is on for a while. The SS will move to the Alpha in 2-3 years and will be a 4 door Camaro for all intents. It will share drive line and suspensions but will sport a sedan body and be its own model.

    GM worked on models with what money they had left and shelved them till the government money came in. This is why models like the Malibu are out dated but they are better than just rehashing the 08 model. GM needed to buy time and money to get things done as they can not revamp all the lines at once.

    Chrysler did not have enough money to even pay attention. They Revamped the Sebring as a 200 with a better interior and some minor tweaks but it is still an old Sebring that impresses few. Chrysler really has no real player in this segment so GM could be a lot worse off.

    There is nothing here that can not be fix with the things GM already has in motion. The real thing is to keep the cash flow up with models like the trucks, Cruze and Nox. This will pay for the new products and models we have yet to see and in many cases hear about.

    I think sometimes we tend to forget GM has a lot more going on than we hear about anymore after years of programs announced 5 years before their release. There is a heck of a lot more going on than most people realize and will be surprised as time goes on. The GM turn around was no less than a 10 year deal at best if everything goes right. Economy and revamping issues like the Bu may slow things a bit but things should all fall together in time.

    Edited by hyperv6

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    the impala is the only GM car with real space in the back now.

    Nearly all of GM's sedans are packaged like crap.

    Cruze has no room in the back. Malibu hurts for it also. Sonic is decent for class but with upright dorkmobile shaping. Spark maximizes space. Regal and Verano are not commodious. Current CTS is tight. ATS is super tight. XTS for size and weight is lacking space.

    GM somehow has always been huge losers at packaging in most of its cars when compared with the best. Think cab forward Chryslers, man those had room.

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    Stop start standard, will it be reliable, and do people want the ability to shut it off? Will the motor die when you need to make a left turn across traffic? For my driving it would save some mpg. I just hope it has no bugs.

    Stop-start is old news, been available in some models for years.

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    the impala is the only GM car with real space in the back now.

    Nearly all of GM's sedans are packaged like crap.

    Cruze has no room in the back. Malibu hurts for it also. Sonic is decent for class but with upright dorkmobile shaping. Spark maximizes space. Regal and Verano are not commodious. Current CTS is tight. ATS is super tight. XTS for size and weight is lacking space.

    GM somehow has always been huge losers at packaging in most of its cars when compared with the best. Think cab forward Chryslers, man those had room.

    My Terrain has enough rear room to seat Shaq comfortably with room to spare.

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    the impala is the only GM car with real space in the back now.

    Nearly all of GM's sedans are packaged like crap.

    Cruze has no room in the back. Malibu hurts for it also. Sonic is decent for class but with upright dorkmobile shaping. Spark maximizes space. Regal and Verano are not commodious. Current CTS is tight. ATS is super tight. XTS for size and weight is lacking space.

    GM somehow has always been huge losers at packaging in most of its cars when compared with the best. Think cab forward Chryslers, man those had room.

    My Terrain has enough rear room to seat Shaq comfortably with room to spare.

    That's not a car... that's a CUV.

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    the impala is the only GM car with real space in the back now.

    Nearly all of GM's sedans are packaged like crap.

    Cruze has no room in the back. Malibu hurts for it also. Sonic is decent for class but with upright dorkmobile shaping. Spark maximizes space. Regal and Verano are not commodious. Current CTS is tight. ATS is super tight. XTS for size and weight is lacking space.

    GM somehow has always been huge losers at packaging in most of its cars when compared with the best. Think cab forward Chryslers, man those had room.

    My Terrain has enough rear room to seat Shaq comfortably with room to spare.

    i said sedans

    nox / terrain lack trunk space between the wheelwells for their size and weight

    Edited by regfootball

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    The CUV has become more a car as it has supplanted the wagon and Minivan.. Most have little Off Road ability.

    Most are bases on car platforms and have more usable space. They are the direct result of people missing larger cars and not wanting to pay for the 14 MPG or price of the full size SUV. . Trunks may be large but try to get a big square box in one.

    Back seat room is not as important as it once was since the market has shifted since there are alternatives.

    Just saying.

    Edited by hyperv6

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    the impala is the only GM car with real space in the back now.

    Nearly all of GM's sedans are packaged like crap.

    Cruze has no room in the back. Malibu hurts for it also. Sonic is decent for class but with upright dorkmobile shaping. Spark maximizes space. Regal and Verano are not commodious. Current CTS is tight. ATS is super tight. XTS for size and weight is lacking space.

    GM somehow has always been huge losers at packaging in most of its cars when compared with the best. Think cab forward Chryslers, man those had room.

    My Terrain has enough rear room to seat Shaq comfortably with room to spare.

    i said sedans

    nox / terrain lack trunk space between the wheelwells for their size and weight

    Lack Trunk Space?????? :blink:

    For their size as a 5 passenger CUV/Car, they have considerable space to hold many suit cases, multiple sets of golf clubs, shopping bags and groceries.

    Yes it is not a traditional truck, but then what a truck lacks in ease of getting in various size products, these little CUV's make up in alternative space capacities.

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    Today many cars have large trunk areas but just try to get something like a tall square box into them. Not gonna happen.

    I could carry a 6 foot ladder in my GTP but I can tell you how many times I had to unbox items in the parking lot if they were over 2.5 feet tall.

    People today as much into usability and utility as they are anything else. It may be because over half the new buyers are women? Either way the small CUV has hit a mark to many as they are cheaper to buy and run than a Tahoe and much easier to drive for many.

    Someone just complained they did not get the grid on their back up camera. God forbid they not use the mirrors and sense of space that has gotten us by for 100 years.

    I see the Malibu and Nox being very important into the future. The Nox and Terrain are one of the few GM vehicles that has increased sales each year since into and were selling good to start with. It proves it you hit the sweet spot with what people want they will come. The Malibu is good but just not on that sweet spot with the public.

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    The 1 MPG improvement is welcome but still not enough. GM didn't go far enough with the MPG improvements. This car needed a weight loss of about 100-150 LBS across the board and maybe the aero tweaks and grille shutter treatment like the Cruze Eco uses. A little sanity with the tire sizes would sure help here too. 19" wheels are heavier and also affect your final drive which requires the engine to spin higher thus reducing mileage. They also suck horribly in the snow! Notice that most competitors use 16, 17 and 18's on the highest end models. That is plenty large enough for a car this size. The parking brake is in response to consumer feed back. I'm not sure about the new center console. Where is the armrest? I don't even see it in the picture unless it's mounted way back in which case only your elbow is going to contact it. The loss of HP and torque sucks even though it is nominal. The taillights should have been what was changed, not the front end. They took the wood grain trim off the steering wheel which is good.

    Hopefully GM gets a clue about packaging and trim levels with this car. It is really silly that they have no less than 8 different trim levels of this car. Is that really necessary? Just offer a basic Malibu with 2.5, push button start, 16' alloys, 6 way power seat and the current std equipment for $21595. Then offer an LT with the same engine, dual chrome exhaust, 17" alloys and leather wheel with steering controls, leather shifter, 8 way power seat, remote start, backup camera, Mylink and upgraded interior materials and color choices for 23595. Then they can have the Eco for 24595 and a top LTZ trim level with leather, 18' alloys, dual power heated seats, Zenon headlights for 26595. The turbo motor can be a 995 option on both LT and LTZ and a few option packages can gives buyers options on those models. I would also offer a Sport package for both the LT and LTZ that includes the turbo engine, 18" alloys for the LT, monotone exterior trim, specific wheels, carbon fiber interior trim and a sport steering wheel with paddle shifters, sport suspension and a unique grille a rear spoiler.

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    The 1 MPG improvement is welcome but still not enough. GM didn't go far enough with the MPG improvements. This car needed a weight loss of about 100-150 LBS across the board and maybe the aero tweaks and grille shutter treatment like the Cruze Eco uses. A little sanity with the tire sizes would sure help here too. 19" wheels are heavier and also affect your final drive which requires the engine to spin higher thus reducing mileage. They also suck horribly in the snow! Notice that most competitors use 16, 17 and 18's on the highest end models. That is plenty large enough for a car this size. The parking brake is in response to consumer feed back. I'm not sure about the new center console. Where is the armrest? I don't even see it in the picture unless it's mounted way back in which case only your elbow is going to contact it. The loss of HP and torque sucks even though it is nominal. The taillights should have been what was changed, not the front end. They took the wood grain trim off the steering wheel which is good.

    Hopefully GM gets a clue about packaging and trim levels with this car. It is really silly that they have no less than 8 different trim levels of this car. Is that really necessary? Just offer a basic Malibu with 2.5, push button start, 16' alloys, 6 way power seat and the current std equipment for $21595. Then offer an LT with the same engine, dual chrome exhaust, 17" alloys and leather wheel with steering controls, leather shifter, 8 way power seat, remote start, backup camera, Mylink and upgraded interior materials and color choices for 23595. Then they can have the Eco for 24595 and a top LTZ trim level with leather, 18' alloys, dual power heated seats, Zenon headlights for 26595. The turbo motor can be a 995 option on both LT and LTZ and a few option packages can gives buyers options on those models. I would also offer a Sport package for both the LT and LTZ that includes the turbo engine, 18" alloys for the LT, monotone exterior trim, specific wheels, carbon fiber interior trim and a sport steering wheel with paddle shifters, sport suspension and a unique grille a rear spoiler.

    They have this already and it is called the Cruze.

    The Malibu is going to be a more expensive car and many of the things that need fixed will come but not till the next gen arrives. The issue is the last Malibu was a better Fusion and the new Fusion became a better Malibu. The Bu is not a bad car just a good car in a tough segment.

    The bottom line is you are not going to get much of a Malibu for less than $25,000 and most will cost you over $30K as this is the price range this segment is in.

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    Tell that to all the 21-22

    The 1 MPG improvement is welcome but still not enough. GM didn't go far enough with the MPG improvements. This car needed a weight loss of about 100-150 LBS across the board and maybe the aero tweaks and grille shutter treatment like the Cruze Eco uses. A little sanity with the tire sizes would sure help here too. 19" wheels are heavier and also affect your final drive which requires the engine to spin higher thus reducing mileage. They also suck horribly in the snow! Notice that most competitors use 16, 17 and 18's on the highest end models. That is plenty large enough for a car this size. The parking brake is in response to consumer feed back. I'm not sure about the new center console. Where is the armrest? I don't even see it in the picture unless it's mounted way back in which case only your elbow is going to contact it. The loss of HP and torque sucks even though it is nominal. The taillights should have been what was changed, not the front end. They took the wood grain trim off the steering wheel which is good.

    Hopefully GM gets a clue about packaging and trim levels with this car. It is really silly that they have no less than 8 different trim levels of this car. Is that really necessary? Just offer a basic Malibu with 2.5, push button start, 16' alloys, 6 way power seat and the current std equipment for $21595. Then offer an LT with the same engine, dual chrome exhaust, 17" alloys and leather wheel with steering controls, leather shifter, 8 way power seat, remote start, backup camera, Mylink and upgraded interior materials and color choices for 23595. Then they can have the Eco for 24595 and a top LTZ trim level with leather, 18' alloys, dual power heated seats, Zenon headlights for 26595. The turbo motor can be a 995 option on both LT and LTZ and a few option packages can gives buyers options on those models. I would also offer a Sport package for both the LT and LTZ that includes the turbo engine, 18" alloys for the LT, monotone exterior trim, specific wheels, carbon fiber interior trim and a sport steering wheel with paddle shifters, sport suspension and a unique grille a rear spoiler.

    They have this already and it is called the Cruze.

    The Malibu is going to be a more expensive car and many of the things that need fixed will come but not till the next gen arrives. The issue is the last Malibu was a better Fusion and the new Fusion became a better Malibu. The Bu is not a bad car just a good car in a tough segment.

    The bottom line is you are not going to get much of a Malibu for less than $25,000 and most will cost you over $30K as this is the price range this segment is in.

    Tell that to all the Altimas, Camry's, Accords, Sonatas and Optimas I see being sold out the door for 20-22K. Also the Cruze is not big enough for many buyers including myself, especially in the horribly cramped rear seat. Nor does it offer a 16.3 cu.ft. trunk, a std 196 HP engine with a 259 Hp engine optional.

    With the 1.25 increase in rear seat knee room the 2014 Malibu will be spacious out back compared to the cramped Cruze. I had both a 2012 Cruze 2LT with leather and a 2014 Malibu 2LT for rentals while my Impala was having collision work done. The Cruze sounded, drove and felt like an economy car with the one surprise being fairly quiet road noise. The Malibu felt wider and more spacious to me, was more comfortable, quieter and larger car feeling and the 2.5 flat out was a superior drive train compared to the Cruze's buzzy always revvy but not very powerful 1.4T. Even with all the griping about rear seat legroom my folks could sit comfortably in the Malibu's back seat but felt cramped in the Cruze. Even the combined average fuel mileage wasn't all that different between the two vehicles. 26 overall for the Bu and 27.2 for the Cruze. The Malibu also had a roomier wider center storage console, overhead sun glasses holder which the Cruze lacked, fog lamps which the Cruze lacked and the headlights worked better on the Bu.

    It always amazes me how so many complain and gripe that the Cruze is the same size as the Malibu and that the Malibu shouldn't even exist yet here we have 3 Nissan products with very similar interior and trunk volumes selling along side each other with not a word said. The new Vera sedan, the new Sentra and the new Altima are all very close in size inside and trunk space with the only real distinction being engine sizes and power output. The Versa in fact actually seems to have more back seat leg room compared to the Sentra and Altima. There interior volumes are 90.2 for the Versa, 95 for the Versa and 100.5 for the Altima. The Cruze is 94 and the Malibu is 101.3. I didn't bring up the noticeably smaller Sonic because it is very obviously not mistaken for a mid size like the Cruze often is and Malibu and is not brought up in that argument.

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    sentra has more leg room than the malibu and cruze, that is what is sad.

    GM needs new platforms with simple wheelbase increments. similar track increments.

    98 (spark), 102 (sonic), 106 (cruze), 110 (regal / malibu), 114 (lacrosse impala)

    then they could get down to putting real efficient packaging in these vehicles.

    even though once you drive the cruze and malibu to understand the value difference between them, the issue is that from a front side (sales and marketing standpoint) the evidence that the consumer can digest is this.

    CRUZE = cramped in back but good mpg and less expensive than malibu

    MALIBU = WTF it is still cramped in back and why the hell is the MSRP so high when I see altimas and camrys advertised at 21k with all sorts of stuff on them.

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    Wonder if a Malibu diesel could be offered in the US... Do you guys get the 2.0L Passat diesel over there, or just the Jetta?

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    Tell that to all the 21-22

    The 1 MPG improvement is welcome but still not enough. GM didn't go far enough with the MPG improvements. This car needed a weight loss of about 100-150 LBS across the board and maybe the aero tweaks and grille shutter treatment like the Cruze Eco uses. A little sanity with the tire sizes would sure help here too. 19" wheels are heavier and also affect your final drive which requires the engine to spin higher thus reducing mileage. They also suck horribly in the snow! Notice that most competitors use 16, 17 and 18's on the highest end models. That is plenty large enough for a car this size. The parking brake is in response to consumer feed back. I'm not sure about the new center console. Where is the armrest? I don't even see it in the picture unless it's mounted way back in which case only your elbow is going to contact it. The loss of HP and torque sucks even though it is nominal. The taillights should have been what was changed, not the front end. They took the wood grain trim off the steering wheel which is good.

    Hopefully GM gets a clue about packaging and trim levels with this car. It is really silly that they have no less than 8 different trim levels of this car. Is that really necessary? Just offer a basic Malibu with 2.5, push button start, 16' alloys, 6 way power seat and the current std equipment for $21595. Then offer an LT with the same engine, dual chrome exhaust, 17" alloys and leather wheel with steering controls, leather shifter, 8 way power seat, remote start, backup camera, Mylink and upgraded interior materials and color choices for 23595. Then they can have the Eco for 24595 and a top LTZ trim level with leather, 18' alloys, dual power heated seats, Zenon headlights for 26595. The turbo motor can be a 995 option on both LT and LTZ and a few option packages can gives buyers options on those models. I would also offer a Sport package for both the LT and LTZ that includes the turbo engine, 18" alloys for the LT, monotone exterior trim, specific wheels, carbon fiber interior trim and a sport steering wheel with paddle shifters, sport suspension and a unique grille a rear spoiler.

    They have this already and it is called the Cruze.

    The Malibu is going to be a more expensive car and many of the things that need fixed will come but not till the next gen arrives. The issue is the last Malibu was a better Fusion and the new Fusion became a better Malibu. The Bu is not a bad car just a good car in a tough segment.

    The bottom line is you are not going to get much of a Malibu for less than $25,000 and most will cost you over $30K as this is the price range this segment is in.

    Tell that to all the Altimas, Camry's, Accords, Sonatas and Optimas I see being sold out the door for 20-22K. Also the Cruze is not big enough for many buyers including myself, especially in the horribly cramped rear seat. Nor does it offer a 16.3 cu.ft. trunk, a std 196 HP engine with a 259 Hp engine optional.

    With the 1.25 increase in rear seat knee room the 2014 Malibu will be spacious out back compared to the cramped Cruze. I had both a 2012 Cruze 2LT with leather and a 2014 Malibu 2LT for rentals while my Impala was having collision work done. The Cruze sounded, drove and felt like an economy car with the one surprise being fairly quiet road noise. The Malibu felt wider and more spacious to me, was more comfortable, quieter and larger car feeling and the 2.5 flat out was a superior drive train compared to the Cruze's buzzy always revvy but not very powerful 1.4T. Even with all the griping about rear seat legroom my folks could sit comfortably in the Malibu's back seat but felt cramped in the Cruze. Even the combined average fuel mileage wasn't all that different between the two vehicles. 26 overall for the Bu and 27.2 for the Cruze. The Malibu also had a roomier wider center storage console, overhead sun glasses holder which the Cruze lacked, fog lamps which the Cruze lacked and the headlights worked better on the Bu.

    It always amazes me how so many complain and gripe that the Cruze is the same size as the Malibu and that the Malibu shouldn't even exist yet here we have 3 Nissan products with very similar interior and trunk volumes selling along side each other with not a word said. The new Vera sedan, the new Sentra and the new Altima are all very close in size inside and trunk space with the only real distinction being engine sizes and power output. The Versa in fact actually seems to have more back seat leg room compared to the Sentra and Altima. There interior volumes are 90.2 for the Versa, 95 for the Versa and 100.5 for the Altima. The Cruze is 94 and the Malibu is 101.3. I didn't bring up the noticeably smaller Sonic because it is very obviously not mistaken for a mid size like the Cruze often is and Malibu and is not brought up in that argument.

    I Don't know were you shop but I see stickers at the same as the BU with comparible modes. The low ball prices are generally on models with less features and options then even the cheapest Malibu. In othert words even the lowest gutted Bu has more in it than the lowest priced $20K Accord.

    The next Cruze will shrink in size but have similar interior while I expect the next BU to grow a little since GM needs adjust the sizes to the other in segment.

    As cars shrink automakers really are stepping all over their own models anymore as there is becoming smaller differences between them anymore in size and engines.

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      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
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    • By Drew Dowdell
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      Type:
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      Firing Order:
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      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
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      Chevy Press release on page 2


      2020 CHEVROLET SILVERADO’S NEW, ADVANCED 3.0L DURAMAX TURBO-DIESEL REDEFINES EXPECTATIONS
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      Inherently efficient and balanced
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      A thick piston crown — the top of the piston — and reinforced top ring add strength to support the tremendous cylinder pressures enabled by turbocharging and the engine’s high 15.0:1 compression ratio.
      DOHC Cylinder Head and Rear Cam Drive
      Overhead camshafts offer a direct, efficient means of operating the valves, while four valves per cylinder activated by maintenance-free finger followers with hydraulic lash adjusters increase airflow in and out of the engine. This arrangement is integrated on the Duramax 3.0L’s lightweight aluminum cylinder head, which is topped with a lightweight composite cam cover that incorporates the crankcase ventilation and oil separation systems.
      A pair of lightweight, assembled camshafts actuates 28.35 mm diameter (1.12-inch) intake and 24.55 mm diameter (0.97-inch) exhaust valves. The camshaft drivetrain is uniquely located at the rear (flywheel side) of the engine, for greater refinement and packaging considerations for the comparatively long inline-six. A crankshaft-driven chain drives the high-pressure direct-injection fuel pump, while a chain driven by the fuel pump drives both intake and exhaust camshafts. A smaller belt drives the variable flow oil pump from the crankshaft.
      Additional Technology Highlights
      Variable geometry turbocharging enables the Duramax 3.0L engine to deliver class-leading horsepower with minimal effect on overall efficiency. The system uses closed loop controlled vanes position and sophisticated electronic controls to automatically adjust boost pressure to the desired value based on engine running conditions and instantaneous power demand. The liquid-cooled turbocharger features a low-friction ball-bearing shaft and is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and quicker light-off of the exhaust catalyst. A water-to-air intercooling system produces a cooler higher density air charge for greater power. Maximum boost pressure is 43,5 psi (300 Kpa) absolute.
      Low-pressure EGR: The Duramax 3.0L utilizes new low-pressure Exhaust Gas Recirculation to optimize performance and efficiency. The EGR system diverts some of the engine-out exhaust gas and mixes it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates.
      Traditionally, EGR systems in diesel applications recirculate exhaust gases between the two high-pressure points, the exhaust manifold(s) and intake manifold. However, it generally requires efficiency-robbing assistance from the turbocharger or other supporting elements to achieve the pressure differential required for sufficient EGR flow rates.
      The new low-pressure system adds to the high-pressure system, supporting continual adjustment of exhaust backpressure for more efficient operation. It recirculates gases between the low-pressure points in the exhaust system (downstream of the particulate filter) and after the compressor inlet.
      When the low-pressure EGR is activated by an electronically controlled valve, the engine burns exhaust gas that has already passed through the particulate filter. That increases the turbocharger’s efficiency, which helps overall vehicle efficiency without deteriorating the rate of particulate matter emitted by the engine.
      A variable intake manifold offers dual air intake pathways for each cylinder. Electronically controlled flaps — one for each cylinder — shorten or lengthen the airflow to each cylinder. This optimizes the airflow into the engine and improves performance and responsiveness across the rpm band, particularly at lower engine speeds.
      A variable-pressure oiling system with a continuously variable-displacement vane oil pump enhances efficiency by optimizing oil pressure as a function of engine speed and load. With it, the oil supply is matched to the engine requirements rather than the excessive supply of a conventional, fixed-displacement oil pump. The engine uses low-friction Diesel Dexos 0W20 oil.
      Oil jets located in the block are employed for performance and temperature control. They target the inner core of the piston with an extra layer of cooling, friction-reducing oil. The jets reduce piston temperature, allowing the engine to produce more power and enhance long-term durability than engines without the technology.
      Active Thermal Management helps the engine warm up quickly to achieve and maintain its optimal engine temperature for performance and efficiency over the entire engine operating range. The system uses a three-actuator rotary valve system to distribute coolant through the engine in a targeted manner. It sends heat where it’s needed to warm up the engine to reduce friction and heat the passenger cabin or cools when needed for high-power operation. The Duramax 3.0L also features split cooling between the block and head.
      Common rail direct fuel injection of 2,500 bar (36,250 psi) helps generates class-leading horsepower and torque. The system’s pressure is generated by an engine-driven twin-piston pump sending fuel to solenoid-activated injectors with nine-hole nozzles that support precise metering of the fuel for a smooth idle and lower combustion noise. The fuel system is capable of multiple injections per combustion cycle — up to 10 times per injector — for more consistent and stable combustion performance that translates into smoothness and refinement, particularly at idle.   
      Electronic throttle valve: The Duramax 3.0L features an electronic throttle valve to regulate intake manifold pressure in order to optimize exhaust gas recirculation rates. It also contributes to a smooth engine shutdown via a more controlled method of airflow reduction.
      Ceramic glow plugs used in the Duramax 3.0L heat up more quickly and hotter than conventional metal-based glow plugs, helping the engine start and heat up more quickly in cold weather. The Duramax 3.0L achieves unassisted and assisted starting temperatures of -22 F (-30 C) and -40 F (-40 C) respectively.
      Stop/start technology helps optimize efficiency in city driving. The driver-selectable system shuts off the engine at stoplights and other stop-and-go situations. The engine automatically restarts when the driver takes their foot off the brake.
      ABOUT CHEVROLET
      Founded in 1911 in Detroit, Chevrolet is one of the world's largest car brands, doing business in more than 100 countries and selling more than 4.0 million cars and trucks a year. Chevrolet provides customers with fuel-efficient vehicles that feature engaging performance, design that makes the heart beat, passive and active safety features and easy-to-use technology, all at a value. More information on Chevrolet models can be found at www.chevrolet.com.
      # # #
      2019 CHEVROLET SILVERADO 3.0L DURAMAX TURBO-DIESEL SPECIFICATIONS
      Type:
      Duramax 3.0L DOHC Turbo Diesel I6 
      Bore & Stroke (in. / mm):
      3.30 x 3.54 inches (84mm x 90mm)
      Block Material:
      Aluminum
      Cylinder Head Material:
      Aluminum
      Compression Ratio:
      15.0: 1
      Firing Order:
      1-5-3-6-2-4
      Valvetrain:
      Dual-overhead camshafts, four-valves per cylinder
      Air Delivery:
      Single variable-geometry turbocharger; intercooling system. 42.8-psi / 2.95 bar max boost
      Fuel Delivery:
      High-pressure, common-rail direct injection (36,250 psi / 2500 bar); electronic throttle valve
      Ignition System:
      Compression
      Max Engine Speed:
      5100 rpm
      Additional Features:
      Continuously variable oil pump; engine oil cooler, automatic stop/start, Active Thermal Management,
      Emissions Control:
      Low-pressure Exhaust Gas Recirculation (EGR); Selective Catalyst Reduction on Filter (SCRF)
      Horsepower
      (hp / kW @ rpm):
      277 / 204 @ 3750 (SAE certified)
      Torque
      (lb.-ft. / Nm @ rpm):
      460 / 624 @ 1500 (SAE certified)
       
    • By Drew Dowdell
      Chevy unveiled the 2021 Trailblazer today, filling a space between the Chevrolet Trax and Equinox in the lineup.  This follows the recent release of the Buick Encore GX that fills a similar but more premium space. 
      Picking up on styling from the larger Blazer and the Camaro, the Trailblazer takes an aggressive, sporty posture. Yes, there also will be an RS version, but no word yet on what powertrains will be available. 
      Chevy is finally going to start offering active safety features as standard, something the competition started doing a few years ago. The standard active safety features are Front Pedestrian Braking, Automatic Emergency Braking and Lane Keep Assist with Lane Departure Warning.  Optional will be Adaptive Cruise Control - Camera, Rear Park Assist and a High Definition Rear Vision Camera.
      The 2021 Trailblazer will enter dealerships in early 2020. 


      View full article
    • By Drew Dowdell
      Chevy unveiled the 2021 Trailblazer today, filling a space between the Chevrolet Trax and Equinox in the lineup.  This follows the recent release of the Buick Encore GX that fills a similar but more premium space. 
      Picking up on styling from the larger Blazer and the Camaro, the Trailblazer takes an aggressive, sporty posture. Yes, there also will be an RS version, but no word yet on what powertrains will be available. 
      Chevy is finally going to start offering active safety features as standard, something the competition started doing a few years ago. The standard active safety features are Front Pedestrian Braking, Automatic Emergency Braking and Lane Keep Assist with Lane Departure Warning.  Optional will be Adaptive Cruise Control - Camera, Rear Park Assist and a High Definition Rear Vision Camera.
      The 2021 Trailblazer will enter dealerships in early 2020. 

    • By Drew Dowdell
      GM is delaying the launch of the new inline-6 diesel engine bound for the GMC Sierra 1500 and Chevrolet Silverado 1500.  No longer available for ordering on the 2019s, GM has pushed the availability into the 2020 model year. 
      According the GM, the emissions certification process on the engine is taking longer than normal.   Customers who ordered a 2019 Silverado or Sierra with the diesel engine will have their orders canceled and will need to resubmit the order for a 2020 model year vehicle once they become available for order.  GM has yet to open orders for 2020 truck models with the diesel engine, but a GM spokesperson said that it will be "soon".
      Assuming the current pricing holds, the 3.0 liter Duramax diesel will be priced $2,495 over a 5.3 liter V8 and $2,890 over the 4-cylinder 2.7-liter turbo. 
      Meanwhile for 2020, GM is expanding the availability of adaptive cruise control and the 10-speed automatic across the lineup.  At Chevy, the Silverado will now have the optional 6.2 liter V8 on five out of the eight trim levels.  The 6.2 V8 will be paired with the 10-speed automatic and available on the Custom Trail Boss, RST, LT Trail Box, LTZ, and High Country. At GMC, the CarbonPro box will be available at no additional cost when paired with certain other packages on the Sierra AT4 and Sierra Denali, while the double cab Sierra Elevation Trim will now also be available in a crew cab. 
       

      View full article
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