Holden Malibu CDX 2013 Review

The Holden Malibu is still in its first-generation guise in Australia, while the rushed-to-market second-generation model is already on the road in the United States.

Our Malibu features the least-powerful engine in our test line-up. The 2.4-litre engine produces 123kW at 5800rpm and 225Nm at 4600rpm.

But engine stats proved of little concern for the segment newcomer. Indeed, it’s fair to say that the Malibu emerged as somewhat of a dark horse when it came to on-road dynamics. Driven back-to-back against the Accord and Camry, the Malibu cemented its place as a competent mid-fielder.

On our test loop, the Malibu cornered confidently and the six-speed automatic transmission should be commended for its willingness to kick-down under hard acceleration.

On a more casual drive route, however, the Malibu’s steering disappointed and its slightly-woolly demeanour was even more evident in a straight line. We also encountered some indecisiveness from the Malibu’s transmission when cruising at 110km/h, with intermittent flipping between fifth and sixth gears on slight inclines.

Holden’s new mid-sizer also drew some criticism from the judging panel for a lack of brake pedal feel. Although when it came to straight-line brake testing, the Malibu cut fractions off that of the Mazda6 to be best on test for both time elapsed and overall braking distance.

The Malibu proved itself a credible contender among strong competition. In short, it’s almost there.

Lower price equates to fewer features, but only to a point. The engine was the least powerful on test and satnav and front parking sensors were absent, but the Malibu did have electric operation for both driver and passenger seats and an electric handbrake; the only reviewed car to do so.

With 245/45/R18 tyres, it also wore the widest rubber. The listing of metallic paint as a $550 option (the highest in this company) perhaps indicates where Holden is trying to make margin.

Malibu is covered by the standard three-year/100,000km warranty and comes with 12 months of complimentary roadside assistance.

Service intervals are set at nine months/15,000km, tied for second with the Camry. Holden’s capped-price servicing is in play for three years/60,000km with the first service limited at $185.

As Malibu didn’t exist in 2010, we instead look at its predecessor, the Epica, for resale value. The Epica CDX was $28,490 when new. Today its median private sale price sits at $11,050, or only 38.79 per cent of its new value.

SUITABLE INTEGRATION OF TECHNOLOGY
Opening the boot of the Malibu by any means other than the key fob had us baffled; no button or lever at the driver's seat, nothing in the glovebox and – gasp! – no owner's manual. Eventually, we discovered a small button in the right-hand end of the high-mount stop light, located in the boot lid.

The Malibu delivered an otherwise sensible, ergonomic design. Inside a combination of text and graphics to illustrate switchgear functions aided ease of use, and most controls were readily understood and properly located. The Malibu's infotainment touch screen provided the nicest looking interface, with but one thing (slightly) out of place: text for the 'back' button on-screen. Other cars used an icon for the same purpose.

We especially liked the simple-to-use trip computer, which is activated by buttons on the right steering-column stalk.

As with Mondeo, all the Malibu's paired smartphone slots were filled when the car arrived. Unlike the Ford, however, it was child's play to delete one to make room for a new pairing – a 30-second process carried out from the car's touch screen through a sequence of logical steps.

Other points in the Malibu's favour included the engine-start button, left of the steering wheel. Two integrated LEDs inform the driver when the vehicle is in stand-by mode or if the engine is actually running.

Heating and aircon controls in the Holden were easy to follow too. And the audio system’s sound reproduction was possibly equalled only by the Accord's.

Scoring a further win for packaging, the Malibu offered an electric parking brake, but then ruined the effect by placing the switch left of the gear shifter... away from the driver.

Three further points working against the Malibu included a lock/unlock toggle located on the centre fascia close to the passenger. The Malibu and Mondeo were the only cars offered without satnav. And the sequential-shift switch on the top of the gear lever wasn't applauded by any of the testers.

Although it lagged noticeably behind the rest in terms of rear-seat legroom (it had the shortest overall cabin) the Malibu did have the biggest boot (545 litres), and its internal width was shoulder to shoulder with best in show. And the high CDX equipment level, as well as comfort and driver ergonomics, helped ensure its place in the segment.

Both driver and front passenger get full power seat adjustment – including locatable lumbar height – as well as heating. There are additional customer-pleasing features such as partial-leather seat trim, a reversing camera and auto wipers.

As with all cars tested here, a comfortable seating position was attainable for a wide range of drivers and there was a 60:40 split-fold rear backrest to further increase loading capabilities.

Other notable features about the boot – it may have conventional hinges, but they fold into their own slots, designed to prevent damaging bulky luggage. Although a space-saver spare is standard, it is at least possible to order (at an extra cost) a full-size alloy wheel.

Vision from the driver’s seat, restricted by thick A, B and C pillars, is not the best in category. But perhaps oddly, the Malibu’s level of oddment storage was among the best here.

Trim pieces in various locations proved jagged when abutting other surfaces, and it was disappointing to note that a dress panel in the passenger footwell actually parted company with its original location during our time with the car.

The ‘pleather’ (plastic-feel leather) seats were slippery and flat with little support for driver and passengers alike. Many of the central controls were obviously set to favour a left-hand drive arrangement, and it was felt that, on the whole, the interior design was both cluttered and not particularly cohesive.

Otherwise, the Malibu fared quite well. The paint finish was of a very high standard and the fit between plastic and metal external surfaces gelled rather nicely.

We found the panel gaps were slightly larger than some on test, however, spacing was uniform. The Malibu’s front fascia fits well and the headlights were both clear and tightly installed. The same could not be said for the wing mirrors.

The extensive use of raw black plastic across the inlet grilles was mildly disappointing, though more disappointing still was the sight of oil sweat under the bonnet. The gaskets around the transmission showed signs of weeping which lowered the tone of the under-hood aesthetic, otherwise noted as the best presented on test.