2005 Chevrolet Malibu Maxx LT

Chevy promised great things from its new-for-2005 Malibu. The premise was that GM needed a car that could legitimately take on Camry and Accord, which long ago assumed the roles of America's best-loved and best-selling midsize family sedans. The aptly named Maxx sportwagon variant--something the others don't offer--is intended to help eke out some extra volume. The appeal is more rear legroom and cargo space than in a conventional sedan, without it being a crossover or conventional sport/utility. Our well-equipped example cost $27,045 all in and included other rear cabin accoutrements such as a glass roof panel and DVD system.

The Maxx wasn't the car our staff lusted after for high school reunion duty, but it seldom spent a night in the garage. "I have stuff to pick up from the hardware store this weekend, so I'll take the Malibu," or "I need to schlep people to the airport--is the Maxx available?" It also served as support vehicle on road tests and photo shoots. Entertainment geeks signed it out often, as in addition to the aforementioned DVD, our tester came with XM Satellite Radio and GM's handy OnStar system. The Maxx was wired, if nothing else. A few other goodies you won't find on some others include a remote-start feature and an up/downshift button on the shifter, which added a welcome measure of drive control for descending hills.

The Sigma platform architecture and "high-value" V-6 powertrain didn't rock our world, but got the job done. "The Mr. Roboto styling isn't my favorite design trend," commented one editor, "and the 3.5-liter V-6 has all the aural charm of a jigsaw." But there are Malibu characteristics we have warmed to. The structure is as solid as some BMWs or Mercedes, and, as a result, the modest tire-wearing Malibu slices through urban/suburban territory with its head held high, managing a decent ride in the process.

Nobody much cared for the electric steering, one editor calling it "numb as an electric train controller." The brakes fared better, with an easy-to-modulate, progressive feel, although the Maxx's 142-foot stopping distance is uncompetitive these days. GM swears its latest-generation, iron-blocked overhead-valve engines are as good as the high-tech overhead cammers offered by the Japanese and Korean brands. For many buyers, that would be true, if they felt as polished and sophisticated as the others. But they don't, although in low-rev, day-to-day use, the 200-horse V-6 in our Maxx served in workmanlike fashion and, given good care, will probably run fine for decades. Although the car's four-speed single-mode automatic trans isn't technically up to the state of the art, either, its ratios are well-matched to the engine's power curve, and it up- and downshifts responsively.