Tenneco is a global supplier to General Motors on the new midsize vehicle platform, supporting Chevy Malibu production in North America, China and Korea, as well as the Buick Regal and LaCrosse models in North America and China, and the Opel Insignia model in Europe.

Tenneco said is supplies both hot- and cold-end emission control systems for the 2.4L Ecotec four-cylinder engine, 2.5L Ecotec four-cylinder engine and the new Ecotec 2.0L turbocharged engine.

Tenneco collaborated with GM engineers to provide lightweight solutions in the Malibu’s exhaust system including designs that reduce precious metal content and incorporate single wall muffler shells and hollow rods to lower cost and weight.

The company is also supplying front strut modules, rear shock absorbers and exhaust isolators.

“We’re proud of our partnership with GM and the global collaboration we provide to support the company with this important vehicle launch,” said Gregg Sherrill, Tenneco chairman and chief executive officer. “The Malibu launch requires engineering and manufacturing resources in key regions of the world, and Tenneco has the capabilities in place to accommodate these needs.”

For North America production, Tenneco manufactures the Malibu’s hot-end exhaust systems at its Smithville, Tennessee and Seward, Nebraska facilities, and supplies converters from Litchfield, Mich.

Cold-end exhaust systems are produced at the company’s Cambridge, Ontario and Seward, Nebraska plants. Ride control components are manufactured in Hartwell, Georgia and Kettering, Ohio, and exhaust isolators are supplied from the company’s Suzhou, China facility.

Tenneco’s emission control technical centers in Edenkoben, Germany, Grass Lake, Michigan and Shanghai, China provided engineering and system integration support.

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It’s safe to say that GM didn’t have a crystal ball that foresaw increases of fuel prices, so why did it move the production forward? According to the Free Press, “To get a jump on key competitors including the new Ford Fusion, Honda Accord and Nissan Altima.” All three of these vehicles will be replaced this fall accompanied with big advertising budgets.

That places the Malibu Eco in between the latest Toyota Camry that debuted last fall and the upcoming fall introductions of the Fusion, Accord and Altima. That looks like an enviable position to be in, the new Eco won’t have to contend with the big dollar ad spending from three competitors around the same time. The question is, can Malibu Eco’s starting price of $25,235 and fuel economy rating attract enough buyers until the conventional gas powered models arrive in late summer?

Some E Juice Under The Hood

A belt-alternator-starter (BAS) mild hybrid system is the major contributor to the 2013 Malibu Eco’s fuel economy numbers. General Motors calls it “eAssist” and it is already offered in Buick’s 2013 LaCrosse and 2013 Regal.

The eAssist name is quite appropriate. The system enhances fuel mileage by “assisting” the gasoline engine, either by shutting down the engine when the car comes to a stop or cutting off the fuel supply when cruising or decelerating. It can provide some electric assist to the engine at speed, but not all-electric operation.

eAssist has a 15-kilowatt liquid cooled motor-generator that generates 79 pounds-feet of torque. It is mounted on the engine in place of the alternator, providing both motor assist and battery charging via a belt-drive system connected to the engine’s crankshaft. A 115-volt air-cooled lithium-ion battery pack bolsters the engine with approximately 11 kilowatts (15 horsepower) of electric power assist during rapid acceleration or on demanding inclines and 15 kilowatts of regenerative braking power.

Under the Malibu Eco hood, the eAssist teams up with a 182 horsepower 2.4-liter direct injection four-cylinder engine that generates 172 pound-feet of torque. The engine has an aggressive fuel shut-off during deceleration that provides added fuel savings.

A new Hydra-Matic six-speed automatic transmission has high final-drive gearing that maintains lower engine revs at highway speeds, boosting mpg. An auxiliary electric-driven oil pump is added to the transmission, which keeps it primed and the fluid flowing when the engine shuts down at a stop. That sustains the transmission’s readiness to perform when the driver accelerates. The engine and transmission are engineered to enable regenerative braking and battery charging during coasting and braking.

About the eAssist system, Motor Trend says, “On the road, the electric motor imperceptibly blends in up to 15 horsepower and 79 pound-feet of torque, which, in addition to increasing accelerative power, also smoothes out power delivery and improves throttle response.”

Curvaceous Styling, Aero Tricks

The exterior of the new Malibu Eco – and all Malibu models – has a coupe-like silhouette with styling that is more curvaceous than the outgoing version. It’s still recognizable as a Malibu thanks to carried-over elements such as an updated version of Chevy’s horizontal-bar split front grille that seamlessly blends with a powerdome hood. A wider stance along with broader shoulders and a rear spoiler help lend a more aggressive appearance. Taillights have a hint of Camaro and 17-inch alloy wheels complement the look.

As it did with the all-new 2012 Buick Regal, GM turns to its German-designed Opel Insignia sedan as the basis for the 2013 Malibu. That dictates a 4.5-inch shorter wheelbase than the outgoing car. Wheelbase is the distance between the front and rear axles and key to a vehicle’s cabin space. The 2013 Malibu is about 1.5 inches shorter in overall length than the outgoing model, though it’s three inches wider, which contributes to sportier proportions and a wider track – the distance between opposite wheels.

Around 60 percent of the power used at highway speeds is used to overcome air resistance. Nip and tucks to the sheetmetal, underbody panels and shutters in the lower grille that open and close all contribute to a drag coefficient of .29, nearly as efficient as the Volt electric car at .28 C d. Reducing aerodynamic drag improves overall efficiency.

The Malibu Eco’s lower grille air shutters are a major contributor to the car’s 37 mpg highway fuel economy. The shutters employ sensors to sense wind and temperature conditions. Electric motors connected to the sensors open and close the shutters, closing them at high speeds to reduce drag. During city driving, traveling up a hill or towing a trailer the shutters open to let in more air to cool the engine.

Dual Cockpit Zone

Inside the 2013 Malibu Eco, the dash assimilates a subtle take on Chevy’s trademark “dual-cockpit” layout with main gauges housed in rectangular binnacles similar to those on its Camaro sports coupe and convertible. Malibu’s central dashboard section innovates, however, with an articulated radio faceplate that swings up to reveal a 6-inch deep illuminated covered storage bin behind the seven-inch touch-screen radio display.

The cabin reaches for a more upscale feel with higher-grade materials, additional soft-touch surfaces, ice-blue ambient lighting, and chromed accents. About the interior, the Washington Post said, “The Malibu’s interior beats the Camry’s (hybrid) in overall feel—more pleasantly touchable surfaces, in supple vinyl and, where optional, leather; easier-to-use and more ergonomically pleasing instrument panel; design more in tune with the exterior.”

Chevy says generous use of sound-deadening materials helps make it quieter, too, confirmed by a Car and Driver statement that, “Thanks to the acoustic glass, as well as sound-insulating material injected virtually everywhere the eye can’t see, the 2013 Malibu is extremely quiet inside. Even the windshield wipers operate in virtual silence.”

Front seats are firm and well bolstered, while rear seating will comfortably seat three adults. The increased width of the new Malibu adds nearly four cubic feet of interior room compared to the outgoing model along with more hip and shoulder room, front and rear.

As for standard features, the Malibu Eco has a nice array that includes remote keyless entry; power locks, windows, and mirrors; cruise control; tilt/telescoping steering column; steering wheel audio and cruise controls; and a CD/satellite audio system with an auxiliary input jack for connecting a portable digital audio device.

Chevrolet’s new MyLink infotainment package is also standard. It builds on the OnStar security- and service-assist system and seamlessly integrates online services like Pandora Internet radio and Stitcher SmartRadio.

Four option packages are offered that add comfort and convenience items like front power seats, sunroof; a premium Pioneer audio system, leather seats: and, for the first time in a Malibu, a navigation system and a rear backup camera.

Pushing the midsize-class safety envelope, the new Malibu Eco will offer optional lane-departure and forward-collision warning systems, features usually available only on higher priced midsize cars. Lane departure warning alerts if the car drifts from its highway lane and forward-collision warning sounds an alarm if sensors detect the car closing too fast on traffic ahead. Also, the Malibu Eco will be one of the few cars in its price range to offer torso-protecting rear side airbags in addition to the usual array of front-side and head-protecting curtain side airbags.

On The Road

The Malibu Eco won’t whisper in your ear every time you encounter that brilliant twisty piece of two-lane blacktop, but who needs a midsize family sedan that gets you in trouble? Expect the Eco to furnish a reasonably smooth ride but gain handling precision as a by-product of its newfound European roots.

A press launch of the Malibu Eco that included hybrid competitors for comparison elicited the following comments from Motor Trend: “On city streets and county roads in and around Austin, Texas, the Malibu Eco’s solid chassis and impressive body control easily out-shone the Hyundai Sonata, Sonata Hybrid and Toyota Camry Hybrid comparison cars Chevrolet brought along for back-to-back evaluations.

“Also class-leading are the Malibu Eco’s steering and brakes. The former offers a fairly quick ratio and no on-center dead spot, responding surprisingly quickly to your inputs. For the average midsize buyer, it’ll feel downright sporty and even returns a bit of road feel for those who’ll appreciate it. The latter offers better brake feel than any other hybrid on the road by virtue of its mild hybrid system.”

The Car For You?

The Malibu has traditionally been Chevrolet’s top-selling car and the 2013 edition will certainly continue at the top of Chevy’s car lineup. Plus, it is well positioned to gain on its competitors in the battle for hearts, minds and hard-earned dollars in the midsize-family-sedan segment. What the Malibu Eco adds is mpg numbers that were not previously available at a reasonable price.

However, The Malibu Eco faces some stiff competition on the price front from other fuel-saving midsize sedans. Hyundai’s Optima Hybrid, for instance, starts at $25,850, which is $615 more than the Eco but offers a city/highway fuel economy rating of 39 mpg versus the Chevy’s 29 mpg. Then there’s the all-new 2012 Toyota Camry Hybrid with a starting price of $25,900 that has a 41 mpg combined city/highway rating.

In other words, the 2013 Malibu Eco is not a slam dunk. It is, however, a nicely styled automobile with a class-leading interior and, for those who drive cars for more than just going from point A to point B, it has handling characteristics not found in the competitors.

Prices are Manufacture Suggested Retail Price (MSRP) at time of writing and do not include destination charges, taxes or licensing..

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Essentially an overhaul of the original Malibu hybrid―whose inexpensive but relatively ineffective mild hybrid system failed to catch on with consumers before it was discontinued in 2009―the Malibu Eco employs the same Belt Alternator Starter (BAS) concept, rebranded as eAssist. The difference is that this time around, GM’s second-generation BAS system will provide far more significant fuel savings at a comparatively small price premium.

To achieve that, eAssist, which first debuted on the Buick LaCrosse earlier this year, uses regenerative breaking to charge a 0.5-kWh lithium-ion battery. The new mild hybrid system will feature a more powerful electric motor, a 4-cylinder gas engine and a computer-controlled stop-start system.

Power numbers for the Malibu Eco put it at 182-horsepower, with the non-eAssist model coming in at 190-horsepower. Pricing for that model―which will come out later next year and was delayed because its 2.5-liter gas engine isn’t ready―has not yet been announced, though the 169-horsepower base 2012 Malibu started at just under $22,000. For 2013, the entire Malibu lineup will be getting a redesign, meaning that prices for the full range of models are likely to be updated.

The Malibu Eco could face some stiff competition on the price front from other fuel-saving mid-size sedans. For 2012, Toyota not only updated the 41-mpg Camry hybrid, it also cut its starting price to $25,900―more than $1,000 less than the 2011 model and nearly $100 cheaper than the Malibu Eco. If the two cars got similar fuel economy those prices would be extremely competitive. But since the Malibu Eco is a mild hybrid where the Camry is a full hybrid, the Malibu will likely be at least 10-mpg less efficient than the Camry when its final EPA ratings are released.

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General Motors cited poor sales of the Chevrolet Malibu Hybrid as the reason for cutting the car. Company officials said inventory of the Malibu Hybrid is backing up on dealership lots. When the Malibu Hybrid debuted at the 2008 Major League Baseball All-Star Game, Chevrolet General Manager Ed Peper said, “The Malibu Hybrid‘s winning package of uncompromising design and fuel economy will help us assert leadership in the midsize sedan segment and meet the needs of Chevy customers.”

Stopping production of the Malibu Hybrid and Buick LaCrosse Hybrid in China, as well as GM’s sale the entire Saturn brand, effectively closes out the company’s existing mild hybrid technology. From the time the company first released details about its mild hybrids, critics questioned the technology that produces only modest gains in fuel efficiency.

GM officials said cutting back on less successful fuel-efficient systems will allow the company to focus on new technologies—including the plug-in series system hybrid underlying the Chevy Volt—which will require a significant investment.

GM’s so-called two-mode hybrids—yet another flavor of hybrid produced by GM—has been applied to large and expensive vehicles and has not been well received by car buyers. Yet, the company has not announced plans to discontinue the Chevy Tahoe Hybrid, Cadillac Escalade Hybrid, or its full-size hybrid pickups. However, Chrysler stopped making full-size hybrid SUVs—the Dodge Durango Hybrid and Chrysler Aspen Hybrid—that use the same technology co-developed by the two companies and BMW.

Honda was the first company to discontinue production of a hybrid car, when it stopped production of the Honda Accord Hybrid in 2006. The Honda Accord’s emphasis on power over efficiency and its use of a V6 engine, were cited as the reason for poor sales.

Back to the Drawing Board

GM is now promising a new future mild hybrid powertrain utilizing a lithium ion battery. The system would be introduced in the summer of 2010, but the company has not revealed which vehicles will receive the new hybrid treatment. “It will be more then one vehicle from more then one brand,” a GM representative told HybridCars.com. “But it definitely will not be the Malibu.”

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For 2009, the Malibu Hybrid is rated at 26 city and 34 highway—meaning a much healthier 4-mpg boost over the base-level Malibu. The difference in the lowest end MSRP between the two vehicles remains the same. The conventional Malibu starts at $20,745, while the Chevy Malibu Hybrid starts at $24,695. In other words, the cost per mpg improvement was cut in half.

“The hybrid improvement is primarily the result of new battery charging control software that reduces load on the engine, and the hybrid also uses new 17-inch low rolling resistance tires,” GM spokesperson, Nancy Libby, told Hybridcars.com. “They were 16-inch tires in 2008.”

The 2009 Malibu Hybrid continues to fall short of the Camry Hybrid’s EPA rating of 33 in the city, but now matches the Camry’s 34 mpg on the highway. The base level MSRP for the Toyota Camry Hybrid is $26,150—$1,500 higher than the Malibu Hybrid.

Based on GM’s long-wheel based Epsilon platform, the 2009 Malibu Hybrid’s powertrain is defined by a 2.4-liter Ecotec four-cylinder engine and a 36-volt electric starter-motor-generator tied to a nickel metal hydride battery pack. Output stands at 164 horsepower, plenty for a car of its size and weight. Energy is channeled through a smooth-shifting four-speed transmission.

The 2009 Chevrolet Malibu In the Real World

We took the 2009 Malibu Hybrid on a 156-mile loop from Strasburg, Penn., to Washington, DC, and then back north to Towson, Md. The route was comprised of approximately 60 percent highway driving, 25 percent country road, and 15 percent in-town or urban traffic. To inform the driver of how the hybrid system is operating, the Malibu Hybrid offers a simple gauge with an “Eco” indicator and a “power assist” needle.

Our combined fuel economy on this mixed test was 29.8 miles per gallon. For comparison, our mixed driving test of the Toyota Camry Hybrid earlier this month resulted in fuel economy of 35.2 miles per gallon. Based on this cycle, Toyota’s full hybrid had a clear advantage.

The 2009 Malibu Hybrid, like its conventional variant, handles well. It maneuvers nimbly in traffic and responds quickly to driver inputs—even better than the Camry. The Malibu Hybrid’s longer wheelbase lends itself to a comfortable ride, making it a competent car for longer daily commutes. The overall driving comfort of the Camry is hard to beat though.

Consumers might also want to consider that the Malibu Hybrid offers a $1,300 tax credit, which Toyota hybrids no longer carry.

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General Motors cited poor sales of the Chevrolet Malibu Hybrid as the reason for cutting the car. Company officials said inventory of the Malibu Hybrid is backing up on dealership lots. When the Malibu Hybrid debuted at the 2008 Major League Baseball All-Star Game, Chevrolet General Manager Ed Peper said, “The Malibu Hybrid‘s winning package of uncompromising design and fuel economy will help us assert leadership in the midsize sedan segment and meet the needs of Chevy customers.”

The Chevrolet Malibu Hybrid entered the market in 2008 as direct competition to the Toyota Camry Hybrid. The Malibu Hybrid is a stylish five-door mid-size sedan—but as a mild hybrid, the fuel economy compared with the gas-powered Malibu was a very modest 2-mpg jump to 24 in the city and 32 on the highway.

For 2009, the Malibu Hybrid is rated at 26 city and 34 highway—meaning a much healthier 4-mpg boost over the base-level Malibu. The difference in the lowest end MSRP between the two vehicles remains the same. The conventional Malibu starts at $20,745, while the Chevy Malibu Hybrid starts at $24,695. In other words, the cost per mpg improvement was cut in half.

“The hybrid improvement is primarily the result of new battery charging control software that reduces load on the engine, and the hybrid also uses new 17-inch low rolling resistance tires,” GM spokesperson, Nancy Libby, told Hybridcars.com. “They were 16-inch tires in 2008.”

The 2009 Malibu Hybrid continues to fall short of the Camry Hybrid’s EPA rating of 33 in the city, but now matches the Camry’s 34 mpg on the highway. The base level MSRP for the Toyota Camry Hybrid is $26,150—$1,500 higher than the Malibu Hybrid.

Based on GM’s long-wheel based Epsilon platform, the 2009 Malibu Hybrid’s powertrain is defined by a 2.4-liter Ecotec four-cylinder engine and a 36-volt electric starter-motor-generator tied to a nickel metal hydride battery pack. Output stands at 164 horsepower, plenty for a car of its size and weight. Energy is channeled through a smooth-shifting four-speed transmission.

The 2009 Chevrolet Malibu In the Real World

We took the 2009 Malibu Hybrid on a 156-mile loop from Strasburg, Penn., to Washington, DC, and then back north to Towson, Md. The route was comprised of approximately 60 percent highway driving, 25 percent country road, and 15 percent in-town or urban traffic. To inform the driver of how the hybrid system is operating, the Malibu Hybrid offers a simple gauge with an “Eco” indicator and a “power assist” needle.

Our combined fuel economy on this mixed test was 29.8 miles per gallon. For comparison, our mixed driving test of the Toyota Camry Hybrid earlier this month resulted in fuel economy of 35.2 miles per gallon. Based on this cycle, Toyota’s full hybrid had a clear advantage.

The 2009 Malibu Hybrid, like its conventional variant, handles well. It maneuvers nimbly in traffic and responds quickly to driver inputs—even better than the Camry. The Malibu Hybrid’s longer wheelbase lends itself to a comfortable ride, making it a competent car for longer daily commutes. The overall driving comfort of the Camry is hard to beat though.

Consumers might also want to consider that the Malibu Hybrid offers a $1,300 tax credit, which Toyota hybrids no longer carry.

Malibu Hybrid Exterior

The Malibu Hybrid takes on a much sportier and refined look than the previous generation Malibu. There’s a decidedly European influence here.

This four-door has a taut and sophisticated shape and uplevel design cues that rival both the Camry and the Altima. It is not as conservative looking as the Camry, and not as performance-oriented as the Altima. It seems to fall in the middle, but leans to the sporting side. For example, the Malibu’s short rear-deck profile and round taillights loosely echo the iconic Chevrolet Corvette.

Upfront, GM’s new two-tiered grille is flanked by large jeweled headlamps. Its entire front fascia very much resembles that of the Saturn Aura.

Brightwork around the side windows grants the Malibu a premium look that is often seen on more luxurious vehicles. The Malibu rides atop either 16-, 17- or 18-inch aluminum wheels.

Chevrolet Malibu Hybrid Interior

The Malibu’s cabin has been drastically revised from the previous generation. It now features a two-tone, twin-cockpit theme, with sweeping lines that move across the dash. The interior space is very dramatic and expressive. Consumers may be impressed with the car’s outward show, but will be absolutely floored when they get behind the wheel.

With regards to materials and attention to detail, the Malibu actually comes close to the Camry’s fit and finish. And it far surpasses the Altima, which has a bland interior design and noticeably cheaper materials.

Laminated, sound-deadening “quiet glass” not only keeps exterior noise out of the cabin, but allow for interior sounds to resonate. This means conversations between the front and back seats are much more audible and clear than in most mid-level automobiles. Furthermore, this feature allows occupants to better enjoy the 210-watt sound system.

Seats are comfortable with room enough for five and a 60/40 split folding rear seat which expands trunk space. Premium standards include voice-activated Onstar, and a barrage of six airbags.

Reviews

“Has certainly earned the ‘Most Improved’ award…”

Edmunds.com

“The Malibu’s bold, attractive sheetmetal and stylish interior touches are backed by confident handling, a quiet ride and an overall level of refinement competitive with the category’s best.”

Kelley Blue Book

“This slight increase in efficiency just doesn’t warrant the extra cost…”

Cars.com

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