2016 Chevrolet Camaro - Review

► Edited by : Shahen Tharammal
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PRICE : For 2016 Chevrolet Camaro - $25,700

The biggest change for the new model year is the addition of a 2.0L turbocharged four-cylinder as the Camaro's base engine. Although small, the turbocharged mill cranks out 275 horsepower and 295 lb-ft of torque, putting it nearly on par with the V8s offered in the Camaro during the 1990s

Shifting through either a standard six-speed manual transmission or an optional eight-speed automatic, the Camaro 2.0L turbo can accelerate from 0-60 in as little as 5.4 seconds. Despite that strong performance, the four-cylinder-powered Camaro should return better than 30mpg on the highway.

A 3.6L V6 stands as the Camaro's step-up engine and includes many upgrades over last year's V6, including direct-injection and Active Fuel Management for better economy. Also available with a six-speed manual or eight-speed auto, the Camaro V6 pumps out 335 horsepower and 284 lb-ft of torque and is capable of running from 0-60 in 5.1 seconds. When equipped with the eight-speed auto the Camaro V6 returned 19mpg in the city and 28mpg on the highway.

All Camaro models ride on General Motors' latest Alpha rear-wheel drive platform borrowed from the Cadillac ATS. That new architecture means the Camaro is more rigid than before, but, perhaps more importantly, significantly lighter, too. A four-cylinder Camaro is 390 pounds lighter than last year's V6 while today's Camaro V6 is 294 pounds lighter than the model it replaces.

Exterior styling for the latest Camaro is all-new but isn't radically different from the last iteration of the iconic muscle car. The Camaro retains its long hood/short decklid design philosophy, with a sloping roofline adding to the car's sporting proportions. Rearward visibility remains a Camaro problem thanks to thick C-pillars and a relatively small rear window.

Like its exterior, the interior of the latest Camaro is new but still familiar. The pony car's center stack has been totally redesigned and now includes an available eight-inch high-resolution touchscreen (a seven-inch touchscreen is standard) running Chevrolet's latest MyLink infotainment system with WiFi connectivity. The system is also compatible with Apple's CarPlay. A second eight-inch screen resides in the Camaro's main gauge cluster and provides a wide range of information, from performance specs to direction from the optional navigation system.

The Camaro's climate control system has been totally redesigned and now features two large air vents in the center stack that also double as controls for the HVAC system. Storage in the Camaro is essentially limited to a small under-armrest cubby and the glove box.

The Camaro's front buckets offer a decent amount of space, but the car's high belt line and chopped roof don't make for an airy cabin. The Camaro's rear seats are extremely tight and are best suited for small children.

EXTERIOR

Although the 2016 Camaro isn’t radically different than its predecessor on the outside, it’s quite obvious that each panel and detail has been reworked. Less noticeable but back by the official specs is the fact that the new Camaro is a bit smaller than the previous car. It is about two inches shorter in length, mostly due to a shorter wheelbase, an inch slimmer in width, and an inch shorter in height. It also has shorter overhangs, which basically makes it seem less of a pony and more of a sports coupe.

Styling-wise, it remains recognizable as a Camaro. Up front, the grille/headlamps arrangement changed mildly in shape and size, sticking to the slim layout introduced by the previous model. The mesh for the grille received a new design, while the headlamps showcase a new LED pattern that circles beneath the main light bulb and into the turn signals. All models but the range-topping SS feature horizontal chrome strips between the "bowtie" emblem and the headlamps.

Bigger changes are noticeable below, where a larger intake replaces the previous unit. On the SS model, the trapezoidal gap uses the same mesh pattern from the upper grille, while the remaining trims feature horizontal bars and chrome inserts. Two additional vents with horizontal DRLs flank the SS’ grille, while other models use vertical LED strips. Both enhance the Camaro’s aggressiveness, but the SS’ layout is obviously the sportiest. The bulged engine hood continues with minor changes, which is great news if you ask me.

Around back, modifications include a nicely sculpted bumper and new taillights. The latter seem to have a bit of Corvette in them, sporting a quad-like appearance rather than the unitary look of the fifth-gen gen. This is an all-new design for the Camaro, which strays pretty far from the previous design that relied heavily on the first-gen Camaro’s taillights. Purists might not like it, but it’s a fresh look that suits a 21st century Camaro just fine.

The black, diffuser-like piece is a lot thinner now, no longer extending into the license plate area of the bumper. It’s actually closer to an actual diffuser design-wise and improves the rear end’s look dramatically. Again, it’s an evolution toward that sports coupe appearance both Ford and Chevy are aiming for their muscle cars. All versions feature round exhaust tips. As usual, the SS employs a quad-pipe layout, while the rest feature one tip on each side.

When viewed from the side, the new Camaro stands out thanks to a more dramatic, fastback-like roofline and more muscular fenders. All these changes make the coupe more aerodynamic, a result Chevy says it obtained after 350 hours of wind tunnel testing.

INTERIOR

Step into the 2016 Chevrolet Camaro and you'll find a cockpit that blends themes of the previous-gen Camaro and current-gen Corvette. The flat-bottom steering wheel design is shared with the 2016 'Vette, and it includes fingertip paddles that shift through the gears in automatic-equipped cars and enable the rev-matching feature in Camaros with the manual transmission. Chevrolet also integrated the tachometer, speedometer and central driver information screen into one complete group for a cleaner, more modern look. Gone is the quartet of retro-inspired engine information gauges forward of the shifter; air-conditioning vents with knurled surrounds that control the temperature have replaced them.

While the exterior evokes the last-gen Camaro, the cabin is much more modern and contains references to the current Corvette.

Interior quality is a bit hit-or-miss, depending on what panel or trim piece you're checking out. GM's incorporation of its latest touchscreen interface is promising, however, especially considering the integration of Android Auto and Apple CarPlay. We haven't fully tested it, but it will be interesting to see how the latest MyLink system compares to the Challenger's excellent Uconnect touchscreen and the Mustang's new Sync 3 system.

The front seats are more comfortable and supportive than before, but the dinky backseats are strictly for small children or contortionists. You also need to be a bit of a contortionist to see out of the thing. As with the last Camaro, a high beltline and low roof means outward visibility in all directions is sorely lacking. Plus, with a limited amount of light entering the cabin through the narrow windows, the interior can feel dark and claustrophobic. But hey, it's a Camaro, right? The point is to look good and turn heads, or so the logic goes.

SPECIFICATION

► Year:2016
► Make:Chevrolet
► Model:Camaro
► Price:$ 25000 (Est.)
► Engine:inline-4
► Transmission:6-speed manual
► Horsepower @ RPM:275
► MPG(Hwy):30
► Torque @ RPM:295 @ 3000
► Displacement:2.0 L
► 0-60 time:6 sec. (Est.)
► Top Speed:155 mph (Est.)

FEATURES

For its levels of performance and equipment, the Camaro is priced very well, and configuring one only takes a few steps through a simplified order sheet.

Coupes and convertibles come only in LT or SS trim—for now, at least.

Prices for the 2016 Chevy Camaro start at $26,695 for the turbo four coupe with a manual transmission, in the 1LT trim package. For the same car equipped with a V-6 engine, it's $28,490. The mighty V-8-powered 1SS with the 6.2-liter V-8 begins at $37,295.

Losing the roof pushes the entry price to $33,695 for a 1LT-equipped Camaro Convertible, with the top-end 2SS coming in at $49,295.

All Camaros come standard with power windows, locks, and mirrors; a rearview camera; cruise control; Bluetooth with audio streaming; an AM/FM audio system with a 7.0-inch color touchscreen, six speakers, two USB ports and an auxiliary jack; Apple CarPlay and Android Auto (late availability); keyless ignition; power front seats; hardware for in-car 4G LTE data services (subscription for data required separately); 18-inch wheels; and driver-selectable drive modes.

With the 2LT and 2SS packages comes a larger 8.0-inch touchscreen; dual-zone automatic climate control; Bose audio; and heated and ventilated front seats.

On SS models, Chevy adds standard 20-inch wheels; Brembo brakes; heavy-duty cooling for the engine and transmission; performance suspension settings; and a limited-slip differential.

Among the major options, a dual-mode exhaust runs $895; the automatic and the V-6 are $1,495 each; the RS package is $1,950; and on the SS, Magnetic Ride Control is $1,695.

Also offered are navigation; a head-up display; remote start; a heated steering wheel; a sunroof; wireless phone charging; and color-keyed interior trim. Ambient lighting is also an option, and it can dazzle parking-lot crowds with a "car show" mode that cycles through a spectrum of colors when the car's parked

PERFORMANCE PART & ACCESSORIES

Just like its predecessor, the sixth-gen Camaro received its own share of performance parts and accessories.

In the performance department, both the Camaro SS and the Camaro LT get a performance exhaust kit. The axle-back system enhance the sound of the 6.2-liter V-8 and the 3.6-liter V-6 and, according to Chevy, offer "a premium appearance," which probably means the package also comes with custom exhaust pipes. But while the exhaust is a direct replacement for the factory system and maintains the warranty, it is not compatible with the optional dual-mode exhaust.

Chevy also offers a performance air intake that helps reduce air restriction. This item is only available for the SS. The list also includes four suspension lowering kits for both the LT and SS, which lower the vehicle by up to 0.8 inch. However, the kits aren’t compatible with the Magnetic Ride Control.

Those looking to upgrade the brakes in their Camaros, Chevy is offering four- and six-piston front Brembo packages. The former was developed for LT models, while the latter fits all versions, including the SS.

As far as visual enhancements go, Camaro owners can choose between a wide range of exterior components, as well as engine covers finished in red, blue or black. The catalog also includes three aluminum wheel designs in multiple finishes, grille kits, a blade-style rear spoiler and ground effects kit, four graphics packages, and various interior trim kits.

Competition

POWERTRAIN

The 2016 Chevrolet Camaro engine lineup is very similar to the Mustang’s, as it features a turbocharged four-cylinder and naturally aspirated V-6 and V-8 options, but the blown four will serve as the base motor in the Chevy. The two smaller engines will be available in both LT and 2LT guise (they’re the only two trims with those engines), while the eight-cylinder is again SS-exclusive. In contrast, the V-6 Mustang is the bottom feeder and available with very little in the way of options.

The four—the first in a Camaro in 30 years—and the six can be ordered bolted to a Tremec TR3160 six-speed manual transmission or GM’s 8L45 eight-speed automatic. The SS gets the same transmission types and gear counts, but the manual is the familiar Tremec TR6060 (now with active rev-matching) and the automatic is the 8L90 that’s also available in the latest Corvette.

The 2.0-liter turbocharged engine makes 275 horsepower and 295 lb-ft of torque, just about equal with its output in the Cadillac ATS and CTS. Chevy says it’ll return more than 30 mpg on the highway and hustle the Camaro to 60 mph in less than six seconds, although the company doesn’t specify which transmission achieves those numbers. For reference, we’ve tested the EcoBoost Mustang and achieved zero to 60 mph in 5.5 (manual) and 5.2 seconds (automatic). GM’s 2.0-liter is too coarse and uneven in its Cadillac applications, but hopefully the Camaro wizards have found a way to smooth out the power delivery. We also wouldn’t mind if they made it rev a little more freely.

ENGINE

Standard is the 2.0-liter turbocharged 4-cylinder, which may go against the standard muscle-car formula that says more cylinders are better, but this engine packs a punch. The upgrade from that is a more powerful (but with less torque) 3.6-liter V6 engine, with advanced fuel injection and, for the first time, cylinder deactivation for better fuel economy. But the real news is the V8, of course, now with 6.2 liters pumping out 455 horsepower in new Camaro SS models, the most powerful Camaro SS ever made. Transmissions range from the standard 6-speed manual that includes automatic rev matching on V8 models to the new 8-speed automatic with paddle shifters. Fuel-economy numbers aren't yet available, but should improve thanks to the new engines and lighter body. 

► 2.0-liter turbocharged inline-4 
275 horsepower @ 5,600 rpm 
295 lb-ft of torque @ 3,000-4,500 rpm 
EPA city/highway fuel economy: NA 

► 3.6-liter V6 
335 horsepower @ 6,800 rpm 
284 lb-ft of torque @ 5,300 rpm 
EPA city/highway fuel economy: NA 

► 6.2-liter V8 
455 horsepower @ 6,000 rpm 

SAFETY

The Camaro is brand-new, and rides on a new architecture, which explains why crash-test data has yet to roll in.

As of this writing, neither the NHTSA nor the IIHS have put the new pony car through their regimen of testing. Past Camaros have performed very well under both series of tests.

The 2016 Camaro is built on an entirely new platform, though. It's shared with the Cadillac CTS and ATS, which have also aced their crash tests.

The Camaro offers some of GM's latest safety technology. A rearview camera and Bluetooth are standard, and blind-spot monitors, forward-collision warnings and rear parking sensors are available. The Camaro doesn't heap on other new technologies like lane-keeping assist and adaptive cruise control, though.

The Camaro's an ode to high-strength steel, and what it can do for safer car design. Slimmer pillars have cleared up the view out of the Camaro’s front glass, while a look backward suggests the lower seating position and high tail practically mandated the now-standard rearview camera. A surround-view set would be welcome, too.

We'll update this page and this score as information rolls in.
455 lb-ft of torque @ 4,400 rpm 
EPA city/highway fuel economy: NA

FUEL ECONOMY

Fuel economy for the 2016 Chevrolet Camaro predictably swings depending on engine configuration, and is largely in line with its main competitor, the Ford Mustang.

The turbocharged inline-4 Camaro manages 22 mpg city, 31 highway, 25 combined when equipped with an automatic transmission, according to the EPA. Those figures dip slightly with a manual: 21/30/24 mpg.

For the V-6-powered Camaro, the automatic-equipped model is rated at 19/28/23 mpg. With the manual shifter, it drops to 18/27/21 mpg.

With the massively powerful V-8 in the Camaro SS, fuel economy isn't as atrocious as you might expect. The EPA pegs it at 17/28/20 mpg for automatic-transmission cars, and 16/25/19 mpg for manual versions.

VIDEO

► Edited by : Shahen Tharammal

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2014 Chevrolet Malibu

PRICE : For 2014 Chevrolet Malibu $22,340

In the past, the Chevy Malibu has been stuck in the role of a second-string athlete trying to move up the depth chart. Essentially, it was a good midsize sedan competing with some truly great family cars with bigger names. Last year's redesign, however, boosted the Malibu's stats in this hugely competitive class, as it made significant strides in refinement, feature availability and fuel economy. The 2014 Chevrolet Malibu sees a few more upgrades that further its appeal, including a more distinctive front end design, increased rear-seat legroom and a more fuel-efficient mainstream engine. This year also brings a slight shuffling of trim levels and equipment.

Even if you're considering just a base-model Malibu, you won't get the feeling that you're settling. The cabin has a handsome design, good noise isolation and quality soft-touch materials. Most models also come standard with Chevy's MyLink system, which features a touchscreen interface that integrates with your smartphone to allow voice control, streaming music through Bluetooth audio and Internet radio compatibility and various hands-free text-messaging capabilities.

As far as what's under the hood, there's quite a variety, with a thrifty mild hybrid on one end and a stout turbocharged four-cylinder engine on the other. The hybrid powertrain on the Malibu Eco model earns an impressive 29 mpg EPA combined rating. However, thanks to the addition of a stop-start system and various other engine changes, Chevrolet Malibus with the mainstream, non-hybrid 2.5-liter four-cylinder (with nearly 200 horsepower) now earn the same combined mpg rating. As a result, Chevrolet decided to discontinue the more expensive mild-hybrid Eco model early in the model year.

However, all Malibus with the 2.5-liter engine also wear an Eco badge this year, so you'll want to check closely to understand whether the car you're considering is one of the small handful of 2.4-liter mild-hybrid Eco models built for 2014 or, more likely, a Malibu with the conventional 2.5-liter engine. Either the 2.5-liter or the available, 259-hp 2.0-liter turbocharged engine are solid options, as they provide strong performance and admirable fuel efficiency along with greater trunk capacity than the hybrid Malibu Eco (its trunk is smaller  to accommodate an under-floor battery pack).

If you're shopping for a midsize family sedan, making a choice isn't going to be easy given the vast spread of qualified candidates. The 2014 Chevrolet Malibu should meet most of your requirements, but family cars like the dramatically styled Ford Fusion, the polished Honda Accord and the fuel-efficient Nissan Altima have more all-around appeal. The Hyundai Sonata, Kia Optima, Mazda 6 and Volkswagen Passat have also earned strong accolades in our testing. Although the Chevrolet Malibu doesn't have any significant advantages over these competitors, it's still a good prospect and, particularly with this year's upgrades, worth scouting during the search for your next family car.

EXTERIOR

 
The new ‘Bu has a reshaped nose that softens the old look, changes the grille design and adds more chrome accents to mark it apart from some of the blander Japanese entries, like the Toyota Camry and Honda Accord . The look also expresses Chevy’s new nose style as seen on the latest Impala and SS models, among others. The language consists of a heavy-handed application of shapes and flowing creases in the bumper plastic, as well as projector-beam headlights in the absolute top corners of the nose for a wider stance on the road.

Instead of equally emphasizing the grilles above and below the bowtie badge, the new model adds chrome trim to just the lower grille, which is now rounder and deeper than on previous Chevrolets . The hood crests more sharply and extends further forward to give a modern, clean appearance that the previous cars lacked. The effect is successful overall, but may still be too similar to the original 2008 Malibu’s appearance for some tastes.

The sides of the car are unchanged and still feature a nice rising swage line from the front bumper that flows through the now-chrome door handles. The exterior mirrors now have turn signal repeaters in their outer edges, something that helps mark out premium cars and a feature that also has real-life active safety benefits of making the car more visible to others when turning or changing lanes.

From the profile, the rear end vaguely recalls the 2005 BMW 5-series around the carved-out trunk line and the shape of the rear lights from the side. From the rear view, however, this is clearly no BMW . A four-pack of ’squircle’ LED brake lights try too hard to recall Chevrolet’s performance models, but do offer a nice light signature at night under braking.

The Malibu’s rear end is much nicer than the bland tail of the latest Impala . As ever, GM style comes in two flavors: boring or hideous.

The front is missing the must-have LED day-time running lights that new car shoppers like, but forthcoming Eco and Turbo variants may address this missing feature.

INTERIOR

The interior of the Malibu keeps the style and of the design e older model, while updating some of its tech packages, offering new color combos and introducing better materials. Overall, the interior - in the photos - seems very narrow, something us Americans certainly don’t like. The packed console is a good example of the pinched dimensions – the cup holders are small and there’s no room for two together so one lives way back behind the clunky shifter. Showing some touch with reality, the console does pack two cubbies that are perfect for smartphones and deep enough to keep things from flying around the cabin.

The center stack looks ultra-cheap in its rounded, silver plastic trim, but the controls within seem logical with large buttons that are flush to the smooth surface and paired with five knobs to make easy adjustments to the basics. Front and center, and framed in a piano black shroud that looks decent, is Chevy’s latest MyLink touchscreen to control infotainment.

The big question mark is the double rainbow dashboard that has faux vents across its full width, ribbed to match the actual air vents at the edges. It’s one of those design touches that probably seemed like a cool idea to a design student on his computer, but in real life it just looks like there’s a giant gap between the top and lower halves of the dashboard.

The new Malibu has more than 1 inch of extra rear legroom versus last year, but is still down more than 4 inches versus the larger 2008 model.
Ambient interior lighting creates a quasi-premium indigo light effect on the inside of the car at night. Interesting surfaces and new faux-wood designs are also in the cards for 2014, but only previous GM drivers will feel like this is a truly classy or premium cockpit.

SPECIFICATION

► Year:2014
► Make:Chevrolet 
► Model:Malibu 
► Price:$22000
► Engine:inline-4
► Transmission:Six-speed Automatic
► Horsepower @ RPM:196
► MPG(Cty):23
► MPG(Hwy):35
► Torque @ RPM:186
► Energy:iVLC
► Displacement:2.5 L
► 0-60 time:8.3 sec. (Est.)
► Top Speed:130 mph

FEATURES

New Features :

   ► Standard 2.5-liter 4-cylinder engine
   ► Standard automatic start/stop system
   ► Improved fuel economy
   ► More powerful optional turbocharged engine
   ► Refined suspension tuning
   ► Revised styling, new interior trim, more rear-seat room
   ► Available Siri Eyes Free technology with hands-free texting
   ► Enhanced safety technologies

The Chevy Malibu has had some equipment adjustments to go along with its cosmetic and performance changes. It carries a slightly lower base price to bring it more into line with vehicles like the Nissan Altima, Hyundai Sonata, and Kia Optima--but that fleet-ready version omits some formerly standard features, or doesn't include them in the base configuration as those other sedans do.

For 2014, the Malibu LS comes with standard air conditioning; power windows, locks, and mirrors; cruise control; an AM/FM/CD player; steering-wheel controls; keyless entry; tilt/telescope steering; and 16-inch wheels. Off the list are Bluetooth with audio streaming, a USB port, and satellite radio.

To get those features, you'll have to move into the LT trim level, which adds a 7.0-inch LCD touchscreen and Chevy’s new MyLink connectivity system. MyLink connects to the driver's smartphone, allowing them access to mobile apps like Pandora streaming audio or Stitcher podcast streaming. This year, the system also adds Siri Eyes Free mode, for Apple iPhone users, and text-to-voice translation.

Turbo LT models get 18-inch wheels; a power driver seat; steering-wheel audio controls; and remote start. The Malibu LTZ has the most extensive standard features, at a base price of $28,590 for the four-cylinder or $30,925 for the turbo. It gets 18-inch wheels, fog lamps, LED taillamps, leather seats, heated front seats, power front seats with lumbar adjustments, remote start, and a power sunroof.

Options on the LT and LTZ models include a safety package with forward-collision alerts and lane-departure warnings, and this year, blind-spot monitors. Malibu LT sedans can be ordered with leather-trimmed seats and heated front seats. The Malibu LTZ can be ordered with keyless entry and pushbutton start, HID headlamps, memory front seats, and 19-inch wheels.

PERFORMANCE

The 2014 Malibu drives better than the 2013 Chevy Malibu, and that's unusual. It's only been a year since the sedan was new, but with the competition sporting higher gas mileage and more taut handling, change was needed.

As a result, the Malibu drops the battery-assisted Eco drivetrain entirely, and its base four-cylinder moves into a new generation that's better than both the Eco and the former base four-cylinder. The new unit's a 2.5-liter four, just like before, but it's much more efficient, if not as quiet to wind up. It delivers 196 horsepower--about the same as the Kia Optima or Hyundai Sonata--and teams up with a six-speed automatic. With direct injection and stop/start baked in, this setup has similar acceleration compared to the 2013 model but with more ambient noise generated by the injection system. It's still smoother than the Koreans, and runs out 0-60 mph times in the 8-second range while it delivers gas mileage rated at 25/36 mpg--in the same range as those other sedans, the Fusion, and just a couple of miles per gallon lower than the best-in-class Nissan Altima.

The four-cylinder is paired to a six-speed automatic, and it's a savvy piece, with smart kickdowns and smooth upshifts. We do wish Chevy outfitted it with paddle-shift controls, not the dumb lever-mounted click switch that's all but useless at any speed.

The optional engine is a well-worthwhile turbocharged four, with 259 hp and 295 pound-feet of torque, the latter up substantially from 2013. It's also mated to the six-speed automatic, and has a 0-60 mph time of about 6.3 seconds. Straight-line performance is clearly in the right leagues, and the powertrain feels flexible across a wide range of driving scenarios--it's quiet enough in highway cruising, and the automatic's geared to accommodate some sporty driving. The turbo also lacks paddles, a maddening choice for a sedan presuming to be sporty.

More than in the past, the Malibu's handling is a reason to seek it out. In all the versions we've driven thus far, the Malibu's electric power steering has great responses and a measure of feedback that's just not found in, say, the Optima and Sonata. It doesn't feel detached--it goes where you point it, no further, no closer. It's also not overly weighted, another of the gimmicks that's worked its way back into sedans as automakers make the switch to electric steering. It's still not as precise as the Passat's hydraulic steering, but it's a big part of the reason the Malibu feels "small" to drive.

Chevy's addressed complaints about the Malibu's ride quality and handling with a revised suspension tuning for 2014. Better damping gives the Malibu a bit more of the fluid ride of competitive cars, somewhere between the softly composed Altima and the tightly wound Fusion. It lean less aggressively in corners, and in general feels more in harmony with the steering. It's no Ford, and no Nissan, and that's fine--it's more consistent in feel.

DRIVETRAIN

The 2014 Chevrolet Malibu's base 2.5-liter four-cylinder engine offers plenty of power to move with traffic, in both suburban driving and at highway speeds. Together with various other engine changes, the new-for-2014 stop-start system significantly improves fuel economy, and it works so seamlessly and quietly that most drivers will scarcely notice its presence.

The available turbocharged 2.0-liter engine brings an entirely different level of performance, allowing the Malibu to bolt away from stoplights like a true sport sedan and pass effortlessly on two-lane roads. The trade-off is mediocre city fuel economy, but if you value V6-like acceleration, this engine won't disappoint.

The 2.4-liter Eco model's mild-hybrid system operates seamlessly, seldom reminding the driver of its existence. Unfortunately, the 2.4-liter four-cylinder that provides the majority of the motivation on the Eco model sounds unrefined and feels sluggish in real-world driving, despite respectable acceleration numbers for the class. The culprit is the automatic transmission, which is overeager to shift into top gear and reluctant to kick down when needed.

Chevrolet put a lot of effort into giving the Malibu a supremely quiet cabin, and we consider it a successful mission. This on-road serenity is particularly noteworthy on the highway, where the Malibu offers a well-composed ride that smooths out bumps without making you feel isolated from the driving experience. Handling is about what you'd expect for a family sedan: confidence-inspiring, but we wouldn't call it fun. The steering is responsive enough and offers an appropriate amount of weighting, but provides little driver engagement in the way it feels.

COMFORT & QUALITY

Complaints about back-seat space sent the Chevy Malibu back to the drawing board for the 2014 model year, just a year after it first went on sale. The changes don't substantially fix the issue, and in a way make them worse.

In front, the Malibu can claim truly great front seats, some of the best GM has ever fitted to a mainstream sedan. Like the Cruze and Sonic, the Malibu's chairs have deep pocketing and lots of room and means for adjustment. Compared to the previous-generation Malibu sold through 2012, it's night and day: this version has low-slung seats that work perfectly with the low-cowl dash. There's ample room for taller drivers, too, thanks to a telescoping wheel with a long travel.
The Malibu's active headrests get special notice, since they don't jut forward as far as those on some competitive models. It's a problem we're finding on more new vehicles as automakers seek out top crash-test ratings.

The news has never been great in back, but Chevy has retrimmed and reshaped the back bench seat to make the objective numbers stack up better against cars like the Hyundai Sonata and Ford Fusion, two top competitors. There's an additional 1.25 inches of knee room carved out of the front seatbacks and scooped out of the bench, according to Chevy. According to us, the new seat design aggravates the short-and-low feel we got from the previous take. Adult knees will be much higher than the seat itself, and will have less support under the leg, too. It's really not much larger than a Dodge Dart; both rest on the smaller end of the wheelbase race in the mid-size class, and neither has the palatial spread-out room of a Passat or an Accord.

In other small ways, the Malibu's been carefully shrunk. The center console has two cupholders and two slots for smartphones that also beautifully hold a deck of Pop Tarts. Flick the protruding niblet under the LCD touchscreen and the panel flips up, revealing a storage space--albeit one without a USB port or power point, where you might expect them. They're in the center console, which doesn't have any rear-facing air vents on its backside for back-seat passengers. Trunk space is better, with more than 16 cubic feet of storage space.

ENGINE

Most 2014 Chevrolet Malibus come with a 2.5-liter four-cylinder engine that puts out 196 hp and 186 lb-ft of torque. A six-speed automatic driving the front wheels is standard, as is an automatic stop-start feature that shuts off the engine when you're stopped to save fuel. The EPA estimates fuel economy at 29 mpg combined (25 mpg city/36 mpg highway): good numbers for a four-cylinder midsize sedan.

The mild-hybrid Malibu Eco model comes with a 2.4-liter four-cylinder paired to a small electric motor. It produces 182 hp and 172 lb-ft of torque. Unlike a full hybrid, the mild-hybrid Malibu Eco cannot propel itself using electricity alone. Instead, the electric motor modestly aids acceleration and powers vehicle accessories. The Eco model also features a six-speed automatic transmission and an automatic stop-start system. EPA-estimated fuel economy is the same as the 2.5-liter engine, at 29 mpg combined (25 mpg city/36 mpg highway). These numbers are considerably less than what you'd get from a full hybrid sedan.

Note that Chevrolet will phase out the 2.4-liter Eco model early in the 2014 model year. Subsequently, all Malibus with the 2.5-liter engine will wear Eco badges. If you're looking at a 2014 Chevy Malibu with Eco badging, you'll want to confirm exactly which engine is under the hood.

Meanwhile, the 2.0-liter turbocharged four-cylinder engine is only offered on the 3LT and 2LZ trims. It produces 259 hp and 295 lb-ft of torque, and uses the six-speed automatic. Fuel economy registers an EPA-estimated 24 mpg combined (21 mpg city/30 mpg highway).

In Automotive News performance testing, the 2.4-liter Malibu Eco went from zero to 60 mph in 8.2 seconds -- an average time for a four-cylinder family sedan.

CHASSIS

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 Chevrolet 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.

SAFETY

The 2014 Chevy Malibu comes standard with antilock brakes, stability and traction control, front knee airbags, front side airbags, rear side airbags and side curtain airbags. Also standard is the OnStar telematics system, which includes automatic crash notification, on-demand roadside assistance, remote door unlocking and stolen vehicle assistance. A rearview camera is available, as is a safety package with forward collision warning, lane departure warning, blind-spot monitoring and rear cross-traffic alert systems.

In Automotive News brake testing, a Malibu Eco stopped from 60 mph in 119 feet, which is a few feet better than average.

In government crash testing, last year's similar Malibu earned five out of five stars for overall crash protection, with five stars for total frontal impact protection and five stars for total side impact protection. The Insurance Institute for Highway Safety awarded the Malibu its highest possible rating of "Good" in the moderate-overlap frontal-offset, side impact and roof strength tests. It was also rated Good for its seat/head restraint design in rear-impact testing. In the Institute's new small-overlap frontal-offset test, the Malibu scored a second-lowest "Marginal" rating, though in fairness not many cars have done well in this relatively new test.

FUEL ECONOMY

For the 2014 model year, the Chevy Malibu loses what had been its most fuel-efficient "Eco" powertrain--but in its place, a revamped four-cylinder almost equals the Eco for real-world mileage.

The outgoing mild-hybrid Eco delivered 25 miles per gallon city, 37 mpg highway. Chevy also had a standard four-cylinder that delivered 22/34 mpg.

The new 2.5-liter four-cylinder in the base 2014 Malibu--it replaces both of those powertrains--is rated at 25/36 mpg, or 29 mpg combined. It reaches those figures through direct injection and stop/start control. Other gas-saving features, like aerodynamic front-end shutters and lower-rolling-resistance tires, are carried over.

The Malibu with the turbocharged 2.0-liter four is rated by the EPA at 21 miles per gallon city, 30 miles per gallon highway, or 24 miles per gallon combined.

VIDEO ( 2014 CHEVROLET MALIBU )

Video by : Youcar


By : Automotive News & Super Modified Sports Cars

Posted by : Shahen Tharammal