The Malibu Eco also features an array of aerodynamic tweaks that differentiate it from the standard Chevrolet Malibu, although you'll have to look closely to see any of them. The result is restarting that's smoother than, for example, the BMW 3 Series' autostart but still not as seamless as the Toyota's Hybrid Synergy drive. It may not seem like much, but this second or so of electric motivation smoothes out the stop-start transition and takes much of the jerkiness out of the auto-stop system.
The electric motor is able to supply a momentary burst of up to 110 pound-feet of torque when you tap the accelerator to get the vehicle moving while the main gasoline engine fires up. The Malibu Eco's battery is small in capacity, but it still occupies a large chunk of the car's trunk.Īn additional benefit of the electric system comes into play when the autostop system deactivates the gasoline engine when, for example, you're waiting at a traffic light. (For comparison, the Toyota Prius uses a 1.4kWh battery pack and the Plug-In Prius uses a 4.4kWh pack.) With so little capacity, the eAssist system can't really drive the vehicle by itself like a "true hybrid" can, but with an output of 79 pound-feet of torque, it can give the main engine a bit of gasoline-free help when accelerating. Next, GM's engineers added the eAssist tech: a 15kW electric motor and a 0.5kWh lithium ion battery pack to the mix to help the internal combustion engine out. The engine room starts with a 2.4-liter, four-cylinder engine that makes use of variable valve timing and direct injection. That's mostly because GM doesn't market this vehicle as a hybrid, but as a vehicle that features eAssist technology. The 2013 Chevrolet Malibu Eco is possibly the only hybrid on the road that's not covered in "hybrid" badges.
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