2014 Chevrolet Malibu
By Gary Witzenburg On Sale: Fall 2013
Expected Pricing: $23,000 to $30,000

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The 2014 Chevrolet Malibu, which was all-new for 2013, will be significantly refreshed for 2014, a remarkably quick (18-month) reaction to disappointing sales.

Why? It followed a handsome and popular previous model but on a shorter wheelbase with less rear legroom. This latest-generation Malibu launched in early 2012 as a 2013 model with just one powertrain, a fuel-efficient but pricey eAssist mild hybrid system, followed later by a new four-cylinder engine. Add to that the competition: Malibu was losing market share to a phalanx of excellent new mid-size sedans from domestic and import competitors.
The 2014 Malibu addresses a number of shortcomings of the all-new 2013 model. First, rear legroom and knee room in the 2014 Malibu is increased 1.25 inches for a noticeable improvement in back-seat comfort over the 2013 model. Second, the eAssist powertrain's fuel-saving Stop/Start feature, which shuts down the engine when the car is stopped then smoothly restarts it when the brake is released, comes standard with the 2.5-liter four-cylinder engine. Third, the Malibu's chassis and suspension are improved for 2014 for better-balanced ride and handling.

Beyond those changes are a new, sportier face for the 2014 Malibu, with black-out mesh grille texture in wider twin-port openings, a nicely redesigned center console and new available Side Blind Zone Alert and Rear Cross Traffic Alert safety features.

The 196-hp DOHC 2.5-liter Ecotec engine, with variable valve lift control and Stop/Start, delivers EPA-rated fuel economy of 23/35 mpg City/Highway, a 5-percent improvement on the City rating and 3-percent better on the Highway vs. the 2013 model. Revised transmission shift points and quicker shifts enhance refinement and the feeling (if not the reality) of performance for the 2014 Malibu.

For those wanting a much quicker, more fun-to-drive mid-size sedan, the available 2.0-liter turbocharged four-cylinder offers 259 horsepower and a 295 pound-feet of torque. (do you think it will beat your Monte ?)

Redesigned front seats with more deeply sculpted seatbacks contribute to the improved rear-seat room and comfort, and a slightly shorter rear cushion with more seatback sculpturing and a new material allow rear passengers to sit more deeply in their seats. The new center console has a longer armrest, twin cup holders and dedicated storage for two cell phones.
The 2014 Malibu suspension updates were inspired by the all-new Chevrolet Impala, including rebound springs integrated inside the struts, which contribute to the Malibu's smoother ride while reducing weight transfer and body roll during acceleration and cornering. Standard energy-efficient, variable-effort electric power rack-and-pinion steering enables near-effortless low-speed driving along with improved steering feel at higher speeds, and the new Malibu's brake system is also improved for a more solid, confident feel.

The suite of standard chassis control features includes 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. Ten airbags are also standard, and a rear-view camera system is available.


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<hgroup>2014 Jeep Grand Cherokee Hemi V-8 4x4

Smooth in the city, ready to get rough.

</hgroup>

• September 2013
• BY TONY SWAN
• PHOTOGRAPHY BY MICHAEL SIMARI

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TESTED
The essence of Jeepness, carefully cultivated and nurtured over the decades, is a rugged persona and utterly fearless off-road ability. With abundant ground clearance (8.7 inches standard, up to 11.3 with the available Quadra-Lift air suspension) and the latest Quadra Drive II four-wheel-drive system (two-speed transfer case with low range and five operating modes), the current Grand Cherokee certainly has the off-road ability covered.
But for all its chassis solidity—this Jeep’s structure could double as a bridge girder—“rugged” isn’t the description that comes to mind from behind the wheel. How about “luxury sedan”? The Grand Cherokee offers a quiet, creamy ride that isolates occupants from the occasionally harsh realities of the road. Of course, the numb power steering contributes to the sense of isolation, but at least it’s accurate.
<table width="429" class="default" border="0" cellspacing="0" cellpadding="2"><tbody><tr><td valign="top"><a href="http://www.caranddriver.com/photo-gallery/2014-jeep-grand-cherokee-hemi-v-8-test-review" target="_self">



</td></tr></tbody></table>Freshening the Franchise Player
A key player in Chrysler’s latest return from the brink of doom, the Grand Cherokee received a freshening for 2014 that includes revised front and rear fascias with LED lighting fore and aft, as well as interior updates that bring an available 8.4-inch touch screen and the latest version of Jeep’s Uconnect infotainment system. But the most significant updates for 2014 concern the powertrains. The Jeep product planners exploited Chrysler’s Fiat connection to add a robust VM Motori 3.0-liter V-6 turbo-diesel to the Grand Cherokee’s engine options, expanding upon a lineup that includes the carry-over standard 3.6-liter V-6 and the familiar 5.7-liter V-8 tested here.
All engines now are paired with the ubiquitous ZF-sourced eight-speed automatic transmission, a gearbox found in everything from Audis to Jags and which Chrysler has previously installed in the 300, the Charger, and the refreshed 2013 Ram 1500 pickup. It also transmits power in the potent Grand Cherokee SRT, and it’s a sweetheart—seamless in ordinary automatic mode and responsive when the pilot feels frisky and employs the paddle shifters.
<table width="429" class="default" border="0" cellspacing="0" cellpadding="2"><tbody><tr><td valign="top"><a href="http://www.caranddriver.com/photo-gallery/2014-jeep-grand-cherokee-hemi-v-8-test-review" target="_self">



</td></tr></tbody></table>Fitted with the 5.7-liter Hemi, the Grand Cherokee has enough power to deliver respectable acceleration. But let’s not confuse respectable—0 to 60 mph in 6.5 seconds—with thrilling; if you want the latter, you should check out the SRT and its 470-hp 6.4-liter, which cuts the 0-to-60 sprint to 4.6 ticks. Upgrade to the SRT, and you’ll also get an aural reminder of V-8 might, the mellow baritone rumble unique to big, ol’ American pushrod eights that is unfortunately absent here.
While most V-8 buyers likely won’t list fuel economy as the prime reason for purchase, the Hemi V-8 is fitted with an unobtrusive cylinder-deactivation program to help curb thirst. Even so, the eight-pot Grand Cherokee’s EPA estimates come in at a modest 14 mpg city and 20 highway, which are a significant 3 and 4 mpg lower than the V-6. In the real world, however, the gap narrows considerably; we logged 16 with the V-8 versus 17 with the V-6. Chalk it up to the fact that the V-6 must work much harder to move two and a half tons of Jeep. Continued...
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Specifications >


VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon

PRICE AS TESTED: $44,375 (base price: $41,485)

ENGINE TYPE: OHV 16-valve V-8, iron block and aluminum heads, port fuel injection

Displacement: 345 cu in, 5654 cc
Power: 360 hp @ 5150 rpm
Torque: 390 lb-ft @ 4250 rpm

TRANSMISSION: 8-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 114.8 in
Length: 189.8 in
Width: 76.5 in Height: 69.3 in
Curb weight: 5324 lb
C/D TEST RESULTS:
Zero to 60 mph: 6.5 sec
Zero to 100 mph: 17.5 sec
Zero to 120 mph: 28.0 sec
Rolling start, 5–60 mph: 7.3 sec
Top gear, 30–50 mph: 3.3 sec
Top gear, 50–70 mph: 4.7 sec
Standing ¼-mile: 15.0 sec @ 93 mph
Top speed (governor limited): 121 mph
Braking, 70–0 mph: 180 ft
Roadholding, 300-ft-dia skidpad*: 0.76 g
FUEL ECONOMY:
EPA city/highway driving: 14/20 mpg
C/D observed: 16 mpg
*Stability-control-inhibited