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Of course, neither of the Glimmer Twins offers such a commodious rear seat or such a practical, adaptable cargo bay. In the mid-size-sedan class, that's a tall pile of clams, although the car is comprehensively equipped. For that, you'd have to move to, say, Mazda's new 6 sport wagon, which—holy smokes—is priced right atop the Maxx. Although this car is six inches longer in wheelbase than the sedan, it is a half-inch shorter in length. Cabin noise at idle and at mph cruise are both below a Nissan Altima 3. Moose schematics?

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Cabin noise at idle and at mph cruise are both below a Nissan Altima 3. Throttle tip-in is smooth, and power manifests quickly, although the exhaust note is almost annoying in its ventilator-like blandness.

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There's a gratifying wallop of power at low revs; disable the traction control, and you can bark the front tires at step-off. Sixty mph arrives in 7. Combining steering and electronics to have a natural feel has eluded even the likes of BMW, and Chevrolet has done no better.

In any given driving session, the steering feels tight, loose, heavy, and light. Its only consistent trait is a kind of leadenness. Need to know the texture of the road surface? Climb out and feel it with your hands.

Under hard accel in degree turns, there's also some torque steer that is occasionally distracting. But on the freeway, the steering is quick to self-center, and the Maxx tracks like a champ.

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The four-speed transmission never draws attention to itself except during throttle-induced kickdowns, which are a titch more disruptive than we'd prefer. If you want to shift yourself, there's a rudimentary manumatic. We say rudimentary because you must first manually shift to "L," which then permits you to toggle through gears via a rocker switch on the left side of the shift knob.

Even then, you have only three gears at your command, as if GM is worried you might get carried away and try to qualify your Malibu at Monaco.

There are other clues that GM is aiming at a tame crowd—no red to indicate the rpm redline, for instance.

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In fact, the only color on the IP is an angry ever-glowing orange "MPH" icon, apparently for drivers not yet familiar with that gauge's function. The ABS unfortunately makes such a racket that it's easy to see why it still frightens some drivers. From 70 mph, the Maxx comes to a halt in feet, a few feet below average for this class. Body motions were never sloppy, and path control was excellent. Mid-turn potholes and broken pavement rarely altered the car's line.

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As long as the Maxx's front tires weren't yowling, we could pretty much place the car wherever we wished. On top of that, the ride was never harsh.

Here is a ride-and-handling trade-off you'd never have found in a GM economy car just a few years ago. Back then, it was one or the other, never both. The Maxx's Euro-sourced platform feels sturdy and largely flex-free, but it's hard to be sure.

That's because too many items attached to it are in motion.

Chevrolet Malibu Maxx LT

There are rattles from beneath the seats, there's what sounds like a heat shield singing the "Star-Spangled Banner" at high revs, and, on rough roads, unspecified suspension pieces now and then resonate in a fashion that makes you wonder if someone forgot to cinch his nuts. The question became, what will the Maxx sound like at 50, miles?

Of course, neither of the Glimmer Twins offers such a commodious rear seat or such a practical, adaptable cargo bay. For that, you'd have to move to, say, Mazda's new 6 sport wagon, which—holy smokes—is priced right atop the Maxx.

Years ago, Paul Simon demonstrated that a one-trick pony can be profitable. Not often, but occasionally. There's no shortage of design and engineering talent at General Motors, and under the baton of Bob Lutz, the right kind of talent--"right" defined here as car guys--seems to be rising to the top of the caldron. Then we're confronted with creations such as this one. Lots of utility, yes, plenty of room, okay, terrific chassis, no question.

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But the packaging! Slab-sided, odd proportions, like a Procrustean Toyota Tercel.

And the steering! I can imagine a bunch of guys cruising around on an engineering check ride saying, "Eureka, we nailed it! For whom? Looks to me as if Mr. Lutz's talent hunt still has a way to go. It's GM's idea of a world car for the 21st century, and it's a pretty good one.

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The hp V-6 can really run, and unlike some other GM vehicles, the Maxx doesn't howl and wail. The hatch and the fold-down rear seats make it a model of practicality.

It's huge inside, an ideal four-seat commuter car.

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Our car experts choose every product we feature. We may earn money from the links on this page. Maybe Bradenton Beach. Chevrolet is keenly aware of this and prefers to call its new Malibu Maxx a "five-door extended sedan," bypassing the "hatch" and "wagon" identifiers entirely. That's a little like calling a Corvette a "downsized family coupe," but, hey, we can understand GM's nervousness.

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