One S Out of Two

Super practical, sure, and definitely sporty, but Super Sport? I don't

Semi Salient on paper and in the metal, the Maxx SS is a bit too mild for its historic badge. (Photo: Jonathan Yarkony, Canadian Auto Press)

think so. I think Chevrolet did almost everything right with this car, but then they went and messed it up by trying to claim it was something that it quite simply is not. You don't put a badge on a car and expect people to buy it just because the badge says it's hot. I feel kind of embarrassed for GM, which now has to live with all the comparisons that will embarrass its Malibu SS. I would cite some examples, but I'm not really much for classic muscle cars; although anyone who loves the SS nameplate of olden days won't likely be satisfied with the meager portion of muscle found under the hood of this tepid rod.

Anyhow,

Smooth Sailing is a term that works well for the Maxx SS.  (Photo: Jonathan Yarkony, Canadian Auto Press)

I could go on with that tirade for pages, digging up comments from old Chevelle SS owners, but it just makes me sad that there is a massive disconnect somewhere between Chevy's fans and the brand's current crop of engineers and marketing mavens.

As I started off saying, this Malibu Maxx is a very good car, and it makes me cringe every time I type the SS letters, bringing up ghosts of past glory, when this car should be allowed to make a name for itself and a new name for Chevrolet with good, functional styling, an impeccable equipment list and good interior fitment, surprisingly nimble driving dynamics, a mix of efficient motoring, enthusiastic performance and an inescapable practicality that is only betrayed by a badge it doesn't live up to. Stupid badge. I hereby rename thee Sport. In case you're wondering, I'm not going to let this go and throughout the following review I will periodically remind you how asinine Chevrolet is for naming this vehicle SS.

Moving forward, I think I'm one of the few people that was

Simply Stealthy. I mean, is there anything less assuming than a car that's somewhere between a hatchback and a wagon?  (Photo: Jonathan Yarkony, Canadian Auto Press)

genuinely excited to drive this vehicle. In the first place, the Malibu Maxx does it for me style-wise. Call it geek chic or hubby lubby, call it Phil for all I care, but this quasi-wagon (no relation to Quasimodo) has just enough simplicity and just the right number of sharp edges to be modern. I'm not entirely sure if its good looks are more accident than effort (although I'm sure there is a team of designers back at GM fuming right now for not getting enough credit), but it appears as though they maximized all that practicality, and the shape that remained just suited it well. I can't say the same for the sedan version, but the Maxx and its sloping tailgate and tiny little trunk lip just finish off its boxy nose and greenhouse so well.

Throw on a bit of a lip spoiler, mesh covered grille and lower intake,

Something Stylish: It must be said, the SS skirt and wheel treatment does work well on the Malibu. (Photo: Jonathan Yarkony, Canadian Auto Press)

side skirts and twin pipes bringing it right down to the ground, squatting pretty and looking ready to [either] pounce [or take a dump] (although Chevy's press materials describe it as a "confident stance"). I was as shocked as anyone to realize that those rims are smokin'. I mean, who ever thought that GM would be able to figure out how to cut a decent set of rims? Simple thick spokes in a five-star pattern with high polish Ultrabrite aluminum 18-inchers (7 wide). Other shiny bits include chrome trim around the grille cutouts, the jeweled headlamp clusters and chrome-tipped exhaust tips that went nicely with the shiny but counterproductive badges.There were also shiny bits inside, but they were tastefully applied

Sorta Systematic: Centre stack is crammed full of knobs and buttons, but in true Chevy style, they're all clearly marked. (Photo: Jonathan Yarkony, Canadian Auto Press)

with moderation, only appearing like cuffs on the steering wheel, trimming the gauges, around the power window controls on the armrest and in a long thin strip that ran from door to door, interrupted only by the centre console.

That console houses the usual AM/FM stereo, complemented by a 6-disc stacker and a variety of audio personalization features. Right below it are the dials for the climate control, but my favourite button of all was the one on the key fob.

The Maxx Sport features remote start, a feature I have been itching to try out, but which, in the end, was sadly wasted on me. Despite wanting nothing more than to start the car from the comfort of my toasty living room and be able to make a mad dash to a cozy pre-heated Malibu during the mid-winter week in which I had it, the nearest parking to my apartment is over a block away, well outside of the fob's impressive 60 m (almost 200-ft) range. The best I could do was use it once I got to the end of the block, then walk slowly the rest of the way. In the end, it just felt weird getting into a car that was already started and being confused for a second as to why the key was still in my hand.

At

Somewhat Silent: Aceeleration yields a gutteral V6 murmur, rather than a full-bodied V8 roar. (Photo: Jonathan Yarkony, Canadian Auto Press)

that point, I drove away without hesitation, easily managing morning traffic thanks to Chevy's very appropriate, but nowhere near awe-inspiring, 3.9-litre V6 powering the front wheels. I don't think I stopped to listen to the engine even once, or sat at a light in neutral and gunned it just to listen to the roar, and I don't think 20 years from now anyone will tell their kids about epic drag races or life-changing nights at the drive-in. It does peel away the layers of traffic thanks to great jump off the line, and those big wide tires allow deft, balanced maneuvering between other cars and around corners, so I suppose it deserves some Sport-oriented credit.

Its 240 horsepower may not be legendary, but combined with 241 lb-ft

Super Supple? Maxx's wide tires and low-profile tire don't ruin its long-distance abilities. (Photo: Jonathan Yarkony, Canadian Auto Press)

of torque and variable valve timing, the Maxx always had power on hand to keep me happily accelerating. That combination also helped me forget that it was all hooked up to Chevy's "makes you say what" 4-speed auto transmission. Yeah, I said four-speed. Not very impressive on paper, but taking into account all the above factors, it did the trick, and gear-downs were just a wrist flick away with tap-down shifting using thumb buttons on the shifter. Once again, not super, but sporty enough to keep me hooked up for onramps and making short work of highway passing.

Speaking of the highway, that is another area that this sportiest of Maxxes excelled. I put in a big chunk of highway driving in the week I had it in my employ, and it ate up the kilometers for lunch, then spit them out at dinner, and it didn't break the bank at the pumps because I only had to fill it up once on an 800-kilometre round trip. Now that's clever. Aside from its economic values, its friendly suspension was forgiving, and there wasn't much in the way of wind rush worthy of comment or tire noise considering that big fat rubber connecting to the road. Other things I learned on my road trip were that the seats offer excellent support, the stereo rocks and when I met Justin (Couture) at the destination (Windsor), he took the first fifteen minutes to describe in detail the amount of punishment inflicted on him by his Mini Cooper S tester. Sucker!If you're thinking that this soft suspension has no bones to support

Sans (rear) Seats, 1161 litres of cargo can be carried on board Maxx SS.  (Photo: Jonathan Yarkony, Canadian Auto Press)

any sporting antics, hold on, because the Bu's suspension makes extensive use of aluminum, reducing weight, increasing component rigidity and delivering superior control. Meanwhile SS tuners (I cringe) tightened up the nuts and bolts and played with the geometry until the front MacPherson strut and four-link rear suspension was more to their liking, which suited me pretty well. I should also mention that this same architecture is used for the Saab 9-3, Pontiac G6 and a couple of European applications, and it's no accident that it delivers a very stiff platform on which to mount the suspension, greatly aiding the impressive sporting and comfort balance achieved with the Maxx. On most days I would gladly trade for the stiffer ride of a single-purpose sport suspension, but the Maxx showed me there is a time and a place for friendly compromise. Sporting moms and dads will be happy pushing g-forces on their own, but they will still have a cushy ride for junior strapped into his baby seat in the back seat at the end of the day.

Sporting

Seriously Spacious. With comfy cloth and leather-trimmed setas and class-leading rear legroom, could this be the SS' true meaning?(Photo: Jonathan Yarkony, Canadian Auto Press)

moms and dads will also be happy to know that the Malibu is cleaning up on build quality awards in the form of a top 3 in class in JD Power's IQS (Initial Quality Survey) - though they still have a long way to go as far as interior design appeal goes, if you ask me. On the safety front, the Malibu won a big silver medal from the IIHS (U.S. Insurance Institute of Highway Safety) as one of the best overall safety choices for midsize sedans, beating out many more expensively priced and supposedly safer vehicles (if you go by brand reputation, that is), a category sure to interest parents.

In order to wrap up this review in a nice pink bow, I thought I'd bring up one of the Maxx SS's natural competitors: the Magnum R/T (how many other homegrown hotwagons can you name?). Granted, the Magnum is practically hearse-sized when compared to the Maxx's compact to midsize footprint, but they're within a thick wad of C-notes of each other (just over $6K), and notably, both make the claim of supposedly being sizzlin' rod-wagons. To cut to the chase, and I mean the real classic car chase, where the Magnum R/T delivers the sizzle, the SS sputters

Sucky Score is something you wouldn't have if you managed to spell out Maxx SS in a game of Scrabble. (Photo: Jonathan Yarkony, Canadian Auto Press)

and fizzles. If you want the bacon, you have to buck up for the Magnum because it is the fastest way to move band equipment, sheets of plywood and eight-foot ladders.

However, if your daily considerations involve downtown traffic, navigating into a cramped parking stall or hunting for a spot on the street and getting your kids safely to and fro, not to mention filling up the tank at a buck-plus per litre, the Malibu Maxx SS delivers just enough zing to keep it interesting while excelling at all the mundane and tedious tasks that the Magnum stumbles over (parking lots are a nightmare, trust me).

As much as I would want to pick the R/T, the SS is just more practical, and that is perhaps the saddest thing you can say about something wearing the SS badge.Specifications (Malibu Maxx SS):

• Price Range (SS base MSRP): $31,495 - $36,250
• Price as Tested (MSRP): $35,370
• Body Type: 4-door wagon
• Layout: front engine, FWD
• Engine: 240 hp, 241 lb-ft of torque, 3.9L, 12-valve OHV V6
• Transmission: 4-spd auto with manual mode
• Brakes (front/rear): disc/disc, ABS
• Dimensions (L/W/H/WB): 4,770 / 1,773 / 1,476 / 2,852 mm (187.8 / 69.8 / 58.1/ 112.3 in)
• Curb Weight: 1,650 kg (3,638 lbs)
• Tires: P225/50R18
• Capacity (seat up/folded): 646 / 1161 L (22.8 / 41.0 cu-ft)
• Fuel Economy (city/hwy): 13.1/ 8.6 L/100 km
• Observed Fuel Economy: 12.4 L/100 km
• Warranty (mo/km): 36/60,000 comprehensive
• Competitors: Dodge Magnum R/T, Mazda6 Wagon GT, Saab 9-3 SportCombi Aero, Subaru Legacy 2.5T, Volkswagen Jetta Wagon, Volvo V50 T5