Holden Malibu Reviews

Honda Accord VTi and Holden Malibu CDX go head-to-head in this comparative review..star {width:135px;}#article-corpus {width:100%; padding-right: 0;}

Funny name for a car -- Malibu -- because it's a surfboard and/or a beach north of Los Angeles.

Holden and Ford have a longstanding rivalry on the race track -- but it's tame compared to the showroom battle.

Here's a radical thought: if Holden was to build the Malibu in Australia, put Commodore badges on it and add a bit more pep to the engines it might sell up a storm.

Perhaps I misjudged the lazy beachside parallel of Holden's new mid-size entrant. Maybe I was anaesthetised to Holden's previous attempts at this segment, particularly the mind-numbing nothingness and barely acceptable build quality of the Epica.Like the Epica - suitably nicknamed Epitaph - the Malibu is made in Korea. It has nothing to do with California's average beachfront but is similar to the equally average Chevrolet Malibu sedan. Thankfully, Holden has Australianised the Chevrolet with significant changes in cabin room, suspension tuning and drivetrain.It gets the powertrain from Opel and at this point, the Malibu is starting to look like a real mid-size contender. But then the body styling creeps up and warms you like an old cardigan, proving that Mitsubishi and Toyota don't hold the licence for bland.The $32,490 tag for the Malibu CD automatic diesel is line-ball with rival offerings. It buys a big car - only 82mm shorter than the Commodore - with relatively low ownership costs thanks to capped-price service, a 12-month roadside assist package and the frugal diesel consumption. But three-year resale is low at 40 per cent.Features rate well and aim at occupant convenience - touch screen, Bluetooth and Gracenote, smartphone integration - and economy. But the $34,990 Commodore Evoke auto may be a better buy.In profile and under certain light I'm reminded - scarred may be more accurate - by the 2008 Chrysler Sebring. There's function in the Malibu but it's no dance partner you'd be happy to twirl.At least it is roomy with excellent rear-seat leg and headroom, though the 545-litre boot is relatively small given there's no spare wheel (it's optional). Square-rimmed dash gauges and centre console look dated - and are shared with GM products including the GMC SUVs - but are easy to use. Touch screen is excellent but electric park button is hidden.Under the bonnet it's all Opel. The German-built engine is the same as the Opel Insignia as is the six-speed automatic transmission. Holden passed on the similarly-sized Cruze/Captiva 2-litre diesel-engine from Italy.The drivetrain and chassis stuff is conventional though the diesel has hydraulic-assist power steering where the petrol-fuelled Malibu gets electric assist. Better is the MyLink media unit with Pandora and Stitcher apps, Gracenote and Bluetooth that provide audio streaming and smart phone integration.Malibu follows the rivals with a five-star crash rating and all the necessary electronic brake and chassis nannies. There's rear park sensors, a reverse camera, six airbags, heated mirrors, auto headlights but no spare wheel.Getting the engine from Germany and the transmission from Japan sounds like the ingredients for a top-notch car. They aren't. The engine shows promise but is a bit apathetic and not as bubbly as the VM unit in the Cruze. Performance is adequate and - unusually for a diesel - feels weak at low revs and doesn't start any enthusiasm until 2000rpm.It performs well at 2000-3000rpm and will close in on the claimed 6.4 L/100km fuel use. The steering feels too light and overgeared but is positive and with the taut body and well-tuned suspension, even induced a smile from me.The manual shifter for the auto is on top of the gear knob - an unorthodox location that isn't worth the extra brain neurons to master, though it may benefit the petrol model. I liked the ride comfort and the space but the car feels a bit dated against some rivals.

In the same way real estate agents sum up the property game as location, location, location, the car industry knows the secret to success is product, product, product. Make something people want to buy.It used to be simple because we all wanted the same thing: a large sedan. A Ford Falcon or Holden Commodore, perhaps a Toyota Camry or Mitsubishi Magna. And if a four-door didn't do the job, then the ute or the wagon or the luxury version of the same car did.Once, our appetite for them was enough to keep four factories running. After Ford bows out in 2016, only Holden and Toyota will remain. Even so, demand for the traditional Aussie family car has fallen so dramatically there will not be enough demand to sustain even them.For Toyota, the answer has been exports. In fact, exports are its raison d'etre and local demand is the sideshow, accounting for just 30 per cent of output. However, to keep its Melbourne assembly line running it desperately needs to add another car, something that sells strongly in this market. Its best bet seems to be the RAV4, which at the moment comes here from Japan.Holden got burned by a reliance on exports when its parent, General Motors, abruptly killed Pontiac during its spell in bankruptcy four years ago. Commodores, rebadged as Pontiacs, were being shipped to the US in their thousands.Its answer was to refocus on domestic sales but make another model, the Cruze small car, alongside Commodore. Holden has been explicit about its volume target to keep Adelaide running: it needs to make two cars, both top-10 sellers, so that combined output approaches 90,000 a year. That plan is working, just.However, when the VF runs its course in a few years, simply making another one is no longer an option, even if demand holds up. Rather than Holden going its own way, as it did in the past, the new car, like the Cruze, will be selected from GM's global menu. Regardless of whether it actually has a Commodore badge on the back, it will be a GM model first and a Holden second.Holden's newest arrival, the Malibu, is almost certain to be that car. Its life cycle has a similar cadence to Commodore, so when the VF expires around 2018 the Malibu can move in. As a nameplate it has more heritage than Commodore, dating back to the mid-1960s.After years as a US model, in this generation it becomes GM's global large offering, sold in other markets as a Chevrolet and built in the US, China, Uzbekistan and South Korea, where our supplies come from. There is a larger car in the GM stable called Impala, but the Commodore and Malibu are closer on size.The Malibu is slightly shorter than the Commodore, by 8cm, also narrower and slightly lower. This is reflected in the cabin space. Headroom isn't an issue, although there's less legroom front and rear than in a Commodore. Malibu compensates with a 10 per cent larger boot and tighter turning circle, making it more manoeuvrable.However, the crucial differences are in the driveline. The VF continues with six or eight cylinder engines driving the rear wheels -- the traditional format for large cars and one favoured by the private buyers who form the most lucrative seam of demand. This audience is the focus for VF, with its richer cabin and hi-tech electronics.Malibu, by contrast, adopts GM's preferred front-wheel drive layout. It's preferred for several reasons but the crucial one here is efficiency. The extra weight involved in transferring power to the rear axle makes a front-drive car inherently more frugal.Malibu is classified here as a medium car but, in reality, it could go in the large category if that were Holden's preference. Being medium marks it out as a rival for Toyota's fleet favourite, the locally built Camry. This is the task it already tackles in other markets, particularly the US, where the Camry is one of the most popular nameplates year in, year out.Its weight advantage over a Commodore ranges from 40kg to almost 100kg, depending on the variant. Even the Malibu's least frugal fully loaded 2.4-litre petrol CDX trim has the edge over the most efficient Commodore.The Malibu is sold in the Middle East with a V6 but comes here only with four-cylinder engines, a 2.4-litre petrol or 2.0-litre diesel. Thanks to the cost-conscious strategies of business and government fleets, a four-cylinder is now essential to get on their shopping lists. Standard transmission is a six-speed automatic with an awkward gearchange button on top of the shifter.The Malibu starts from $28,490 (for the 2.4 CD) and goes to $35,990 (for 2.0 CDX) plus on-road costs. It ticks the boxes: five-star safety, six airbags and the recently approved Isofix fittings that more accurately locate child seats. For the driver, there are auto headlights, power seats, button start, a rear camera and park sensors. Electronics include Bluetooth, a colour control screen, USB and app compatibility for Pandora and more.Holden believes as a value proposition it's compelling and that may be the case for fleets. But some omissions -- such as sat-nav or voice recognition -- mean there are fewer lures for private buyers than in the Commodore.The suspension, with Macpherson struts at the front and a multi-link set-up at the rear, was locally tuned, but the result makes the best of ordinary ingredients. You don't leap at the chance to get behind the wheel and point it at a corner.It's adequate dynamically, but certainly not something you feel encouraged to explore. It jiggles and fidgets on country roads, so there are more comfortable touring cars. Adequate goes for the engines, too. The diesel is more driveable, especially up hills where the petrol needs to change down. But it's also noisier and less refined.From the outside, Chevrolet design cues such as the rear lights mark Malibu out as something different in the class. The shape achieves an impressively slippery coefficient of drag figure below 0.29.There are a mixture of finishes inside, with some shiny surfaces that would be better satin, and an unusual and not wholly successful dash feature that echoes the vent louvres. The dials are most appealing. Holden's previous offering in this sector, the Epica, is something even Holden would prefer to forget.The Malibu should do better although the goal -- Holden says -- isn't to beat Camry. That would be a tall order with Toyota's track record. When the Commodore disappears things get more serious and adequate will no longer be enough. Then the Malibu-Commodore (Malidore?) must straddle both private and fleet demand; it will need broader appeal. It must be a top-10 seller. It's product, product, product.

With the dark clouds of Ford’s folding and Volkswagen’s safety issues hovering over the Australian automobile industry, it has been left to Holden to make a break with the launch of the Malibu, a sunny mid-size sedan. Named after the famous California surfing beach - the car is already sold as the Chevrolet Malibu outside Australasia - the Holden Malibu.In Australian showrooms later this month, the Malibu comes in two trim levels, CD and CDX.  Prices for the highly specified pair will start at a competitive $28,490 for the CD petrol model, the range topping out at $35,990 for the premium CDX diesel, slotting in snugly between the recently upgraded Cruze compact and brand new Commodore large sedan.Like the Commodore, the Malibu comes stacked with standard features including seven-inch colour touch screen with Holden’s MyLink app-based infotainment system, plus reversing camera, rear park assist, sensor key technology and push button start.The entry level Malibu CD rolls on 17-inch alloy wheels and includes steering wheel audio controls, Bluetooth, cruise control, automatic headlamps, power height adjustable seats and electric park brake.Malibu CDX moves up to 18-inch wheels and is dressed up with leather covered seats, the front heated, with eight-way power adjustment, leather wrapped steering wheel, rain sensing wipers (which got a solid workout on launch in Victoria) and dual zone climate control.On the outside, the CDX also picks up front fog lamps, chrome highlights and LED rear lights. The range is available in seven colours, including prestige paint at a $550 premium.Coming out of the Chevrolet design centre in the United States, the Malibu had extensive input from Down Under, with Aussie Mike Simcoe, General Motors International Operations Executive Director Design, overseeing the operation. Two Holden designers were involved in the exterior and interior look of the Malibu, which is based on Chevrolets of the past, including the Camaro, also a product of the Holden design team.Malibu Exterior Design manager, Justin Thompson, led work on the new VF Commodore and says it shares design highlights with the new locally-made large car. “The rear of the Malibu was the first iteration of VF styling as we began to work on the VE replacement,” he said. The interior styling, including sporty Camaro inspired gauges, was the work of a team led by Yan Huang from Holden, while working in the States. She is currently interior design manager for GM’s global advanced vehicles.The Malibu comes with either a 2.4-litre DOHC petrol engine with 123 kilowatts and 225 Newton metres (8.0L/100Km) or 2.0-litre common-rail turbo-diesel with 117 kilowatts and 350 Newton metres 6.4L/100Km. Both mated to a six-speed automatic transmission with ‘Active Select’ manual mode.Importantly, the Malibu rides and handles like an Aussie car thanks to engineering input from Holden vehicle dynamics engineers based at the Lang Lang proving ground. Team leader Michael Barber says, as a global vehicle sold in predominantly left-hand drive markets, Malibu was originally specified with LHD tyres, which fitted to a right-hand drive car can lead to its pulling hard left.This led to the development of a specific right-hand drive 17-inch tyre for the CD, while the CDX uses the 18-inch performance tyre already on the VF SV6 and SS Commodore. The team also came up with a suspension set-up with unique damper tuning ideal for Australian road conditions, both of which came up to scratch during an extensive launch drive in extremely wet conditions.A diesel CDX did exhibit a lightness in the steering, a petrol equivalent not so. The diesel took some time to get into its stride off the mark unlike the corresponding 2.4 petrol which nimbly sprinted from standstill. Road and engine noise were kept at bay from the passenger cabin in both cases, occupants held in well sculpted, comfortable, leather clad seats. Instruments and gauges were well positioned and the touch screen image was as clear as a bell.Generous shoulder space and head room ensured there was no hint of claustrophobia, while rear seat leg room could come up short with taller occupants up front. Soft interior surfaces give the feeling of prestige, there’s ample storage for personal items and cup holders, the largest to take a one-litre container, cropping up all over the place.

The tragics that stick Chevy badges on their Holdens are going to love the new Malibu. Originally designed as a Chevrolet, it probably has more right to wear the gold Chevy bowtie than any other Holden.Shame about the American name (yet again), but you can take comfort in the fact the Malibu was actually designed by an Aussie stylist. Launched this week in Melbourne, the new mid-sized sedan is a replacement for the unloved Epica that disappeared from showrooms a couple of years ago.They say the day Holden announced it had pulled the plug on the ugly Korean duckling a cheer went up in the boardroom. But we remember the Epica as a great holiday car with an enormous boot  - especially the diesel one.Like Epica the Malibu is a car designed to fill a gap in Holden's line-up. Priced from $28,490, it sits between the smaller Cruze and larger Commodore and designed to go head to head with the likes of Camry and Mondeo. At this price it undercuts everything else in the segment, apart from Suzuki's Kizashi which is smaller.There are two models, CD and better equipped CDX  - both available in petrol and diesel form. But the diesel engine adds a hefty $4000 to the asking price and costs more to service.Standard equipment includes the MyLink entertainment system that includes a 7-inch touch screen and nine speakers, as well as Bluetooth, cruise control, auto lights, push button start, rear parking sensors, steering wheel audio controls, power height adjustment for the driver's seat, an electric parking brake and 17 inch alloys.The CDX priced from $31,990 adds leather, dual zone climate air, auto wipers, and heated 8-way power adjust front seats plus 18 inch alloys. Any colour except white attracts a $550 extra charge.Nothing new here. There's a choice of two engines, both of them paired with a six speed auto. The 2.4-litre four cylinder petrol engine is a lift from Captiva and fairly old tech, with 123kW of power and 225Nm of torque, and delivering fuel consumption of 8.0 litres/100km (we got 9.2).The 2.0-litre turbo diesel is a lift from Cruze, with 117kW of power and 350Nm, and fuel consumption of 6.4 litres/100km (we got 7.0).The MyLink entertainment system is being rolled out across the Holden range and includes apps for Pandora internet radio and the Stitcher podcast program, but you need a mobile phone with a sizeable data plan to really make full use of it. Satellite navigation is not available at this stage, but will be added later along with voice control (they're still ironing out the bugs).It sits on the same platform as the Opel Insignia and recent Saab 9-5. They say Malibu's athletic stance was inspired by Chevrolets of the past including the Camaro that was also styled by the Holden design team.Exterior designer Justin Thompson said the brief as to design a car that would stand out in the busy and often bland mid-sized segment. The rear end design with its twin Camaro-style tail lights was actually the first draft for the rear of the new Commodore.The front facia has been totally restyled for Australia to give the car a Holden look and so that it will fit in with the rest of the range. Inside the look is sporty, with lots of brightly coloured blue instrumentation - perhaps a little too bright.A reversing camera is standard across the range. Gets the maximum five stars for safety with six airbags and a full complement of safety systems including electronic traction and stability control along with anti-lock brakes.The engineers have spent a lot of time and effort "Australianising'' the car, calibrating both the transmission and ride and handling settings at Holden's Lang Lang proving ground. An emphasis was placed on selecting the right tyre for the job.The suspension and damper settings which are oriented towards comfort are unique to Australia and it shows in the way the car soaks up the bumps, undulations and pot holes that characterise our secondary roads.The 2.4-litre petrol model is the pick of the pair and works well in tandem with the second generation six-speed automatic. The auto always seems to find the right gear and there is enough in the kitty for overtaking too.But the sequential change takes some getting used to, with a switch on top of the gear selector that does not fall comfortably to hand. Push left with your thumb and it changes down, right and it changes up again  - but who's really going to bother using it anyway?The hydraulic steering in the diesel is much too light and not nearly as good as the speed-sensitive electric system in the petrol model, which grows heavier with speed. By the way, the diesel at $4000 more, is much too expensive to be a realistic alternative, especially where  private buyers are concerned. It will however appeal to fleet operators where the cost can be built into the deal.It sounds and feels too much like a truck anyway. And if you want more power, there's always the Commodore. The boot is large but shallow due to the full size but temporary spare, with a rear seat that folds down for longer loads. The spare is optional - a can of goo to reinflate the tyre is standard. The tow rating of the car is 1200kg.

Someone at Holden got the name wrong for the company's newest, and surprisingly impressive, mid-sized hopeful.