2024 Chevrolet Malibu

The 2024 Malibu is a carry-over year of the ninth generation (2016–2025) with a single powertrain across LS, RS, 1LT and 2LT: the 1.5L LFV turbo four at 163 hp. The 2.0L turbo was dropped after 2022 and the hybrid after 2019, so 163 hp is also the model-range maximum.

Peak torque of the 1.5L turbo, the sole 2024 powertrain. The low-rpm plateau gives adequate around-town response despite the modest horsepower.

The 1.5T/CVT has been unchanged since the 2019 refresh, so instrumented results for that powertrain apply to 2024. Low-8-second runs are slow for a mid-size sedan, where rivals now post 7 s or better.

Quiet and unobtrusive at light throttle and cruise, but reviewers note the 1.5T grows coarse under sustained load and runs out of breath at higher revs, with mild low-rpm turbo lag and no electrified assist to fill it.

The CVT is well-calibrated for the type — imperceptible from rest and with simulated steps that suppress drone — but flares and holds revs under hard acceleration and offers no meaningful manual control.

Front-wheel drive only on every 2024 trim; the ninth-generation Malibu never offered AWD. Altima and Camry offered AWD in the same year, so this is a real competitive gap.

A one-powertrain car in 2024: the 163-hp 1.5T/CVT on every trim from LS to 2LT, with no performance, electrified or AWD alternative.

The 2024 Malibu's single 1.5T/CVT powertrain is rated 31 MPG combined, up 1 MPG from the 2023 rating. Competitive with non-hybrid mid-size sedans but well behind the hybrid rivals.

28 MPG city, helped by standard stop/start, edges the naturally aspirated 2.5L fours in the class but trails hybrid mid-sizers badly in urban driving.

36 MPG highway is the Malibu's strongest efficiency figure, though it trails the Altima's 39 and hybrid rivals in the mid-40s.

A 15.8-gallon tank at 31 MPG combined yields about 490 miles, ordinary for gas mid-size sedans and well short of hybrid rivals that clear 600.

EPA estimates $2,100 a year to fuel the 2024 Malibu on regular, saving about $1,000 over five years versus the average new vehicle; gas-only means no cheaper-to-run variant.

The 1.5L turbo runs on regular 87-octane and every trim shares it, so fueling is simple and cheap; held below the 90s only because gasoline is the sole option.

NHTSA rates the 2024 Malibu (4-door FWD) 5 stars overall, with 5 stars in frontal and side crash tests and 4 stars for rollover resistance — a carry-over result for the ninth generation (2016–2025).

Good in the driver-side small overlap and original moderate overlap tests, but Poor in the updated side test — the dummy's head moved below the curtain airbag and struck the window sill. Passenger-side small overlap is incomplete and there is no IIHS award; a Poor core-test result keeps this in the bottom band.

Chevy Safety Assist is standard on every 2024 trim (AEB, front pedestrian braking, forward collision alert, lane keep assist with lane departure warning, following distance indicator, IntelliBeam). Blind-spot monitoring and rear cross-traffic alert are optional on every trim and adaptive cruise is confined to a 2LT package — rivals like Camry, Accord, Sonata and K5 ship BSM and full-speed ACC standard.

IIHS rates the standard AEB system Poor for pedestrian detection, the lowest grade, with weaker results on low beams; no current-protocol vehicle-to-vehicle rating exists. The hardware is standard but its tested performance trails the segment.

Side Blind Zone Alert with Lane Change Alert and Rear Cross Traffic Alert are alert-only and optional on every trim; nothing is standard, and there is no active intervention or safe-exit alert. The Malibu's thick rear pillars make the omission more consequential.

Lane Keep Assist with Lane Departure Warning is standard but only nudges the car back from the line; no lane centering is offered on any 2024 trim. Adequate as a lapse-catcher, not a steering aid.

Adaptive cruise is available only in the Driver Confidence and Cruise package on the top 2LT; the LS, RS and LT trims that make up most sales cannot get it, and there is no combined highway-assist mode. Availability this restricted is a segment outlier in 2024.

No hands-free highway driving system is offered; Super Cruise was never available on the Malibu.

IIHS rates the LS, RS and 1LT halogen projector headlights Marginal — fair on the right side of the road, inadequate on the left. IntelliBeam auto high beams are standard, but no tested trim reaches Acceptable or Good.

The fastback roofline brings thick rear pillars and a shallow rear window, and reviewers fault the thick A-pillars and deep dash for limiting side views. A rear camera is standard and rear park assist is available, but no surround-view camera is offered.

IIHS rates LATCH ease of use Marginal: two outboard positions with full hardware and a tether-only center, but the lower anchors sit too deep in the seat and need too much force to attach. Generous rear legroom (38.1 in) and wide rear doors make seats fit once installed.

Every 2024 Malibu trim — LS, RS, 1LT and 2LT — is a five-passenger sedan with a three-place rear bench; 2024 is a carry-over year of the 2016–2025 ninth generation.

39.1 in of front headroom without the sunroof is near the top of the mid-size sedan range; the optional sunroof costs just over an inch.

At 41.5 in the Malibu is at the low end of the mid-size sedan band — the Camry (42.1 in) and Accord (42.3 in) give front occupants more stretch-out room.

37.5 in is respectable for a fastback-profile sedan and above the segment midpoint, though taller adults sit close to the headliner under the sloping roof.

The 111.4 in wheelbase gives 38.1 in of rear legroom, competitive with the Camry (38.0 in) though short of the Accord's 40.8 in.

A 15.7 cu ft trunk is above average for a mid-size sedan and larger than the Camry's 15.1 cu ft, with a standard 60/40 folding rear seatback for long items.

Conventional but adequate: covered console bin, a hidden shelf behind the infotainment surround, decent door pockets and cupholders. Nothing innovative — no underfloor trays, no onboard power outlets, and wireless charging plus the rear charge-only USB are 2LT-only.

Front seats are comfortable enough for most, but Consumer Reports faults the cloth seats on the volume LS/RS/1LT trims for weak back and leg support and the rear bench is thinly cushioned. Adjustment is thin down-range: LS six-way manual, RS/1LT eight-way power driver only, passenger power 2LT-only.

Ride compliance is the Malibu's strongest comfort trait — a soft, well-damped tune that soaks up broken pavement. It floats a little over larger heaves and the RS's 18-inch wheels take a small edge off.

Consumer Reports calls the cabin almost absurdly quiet, well above par for a mainstream sedan, but 2024 owner reviews repeatedly report loud tire roar at interstate speeds and the 1.5T drones under load.

Back-loaded onto the pricier trims: heated front seats and dual-zone automatic climate start at the 1LT; ventilated seats and heated wheel are 2LT-only; LS and RS get single-zone climate. No rear climate zone, no heated rear seats, and remote start is optional rather than standard on LS/LT per GM's 2024 content.

The 2024 LS was the cheapest mid-size sedan on sale, undercutting a base 2024 Camry LE and Accord LX by several thousand dollars. It is $800 cheaper delivered than the 2025 car, which raised the LS by $700 and destination by $100.

The RS is an appearance step on LS mechanicals (18-inch wheels, black trim), and KBB names it the most popular retail Malibu, so as-equipped is close to sticker. Even the 1LT at $29,195 comes in under a base Camry, though a large share of volume was LS fleet/rental.

Routine service is cheap: the 1.5L LFV turbo runs on regular fuel, tires are small and inexpensive, and the dealer network is the densest in the country. The risk is outside warranty. The CVT250 has a poor repair reputation, and powertrain coverage ends at 60,000 miles. The 2024 car is mechanically identical to the 2025.

Heavy fleet and rental volume, no hybrid option, and GM's April 2024 discontinuation announcement all weigh on the 2024 car's residuals. Up to $2,250 cash on the hood through 2024 also cut real transaction prices well below MSRP. That leaves it in the low-to-mid 40s against sticker, well behind the Camry and Accord.

GM's New Vehicle Limited Warranty sits at the industry floor, the bottom of the framework band. Toyota, Honda and Nissan match it, but it trails Hyundai/Kia's 5 yr / 60,000 mi.

Powertrain coverage is 5 years / 60,000 miles, the band floor. That is half the mileage Hyundai/Kia give, and it runs out right where CVT250 complaints tend to start.

Chevrolet Complete Care includes one complimentary maintenance visit in the first 12 months (oil change, tire rotation, inspection). Roadside assistance and courtesy transportation run 5 yr / 60,000 mi, and every car gets an OnStar/Connected Services trial. That puts it in the 'short included maintenance' band, well behind ToyotaCare or Hyundai's 3-year plan.

$27,095 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $12,193) leaves about $14,902 in depreciation. Add the projected $5,100 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,002 in total.

The two main predictors split. J.D. Power rates the 2024 Malibu 85/100 ("Great"), but Consumer Reports calls it only about average and has too few owner surveys for a detailed 2024 breakdown. The car's age helps: 2024 is the ninth year of a generation that has barely changed since the 2019 refresh, with only the 1.5T/CVT drivetrain left after the 2.0T was dropped following 2022. The score is held in the low 70s because that drivetrain is the part of the car with a record of complaints (see 6.1.4).

In J.D. Power's long-term dependability studies Chevrolet ranks near the top of the mass-market brands, but Consumer Reports rates the brand only average. Its dependable gas models are offset by weaker Ultium-era EVs. That puts Chevrolet above mid-pack but not in the consistent top five.

The 2024 model year has two NHTSA recalls and neither is mechanical. One covers the wrong owner's manual in the glove box. The other covers a rearview camera whose housing can let in moisture and show a distorted or blank image. Across the generation, recalls have been light and nothing is systemic. The score stays out of the 80s because of recurring service-bulletin patterns: 1.5T oil consumption, CVT shudder and 'Engine Power Reduced' warnings.

The only 2024 powertrain is the 1.5L LFV turbo paired with GM's CVT, and it has a known list of problems. Low-tension piston rings can burn oil, turbo failures cluster in 2018-2021 builds, and the CVT has a shudder pattern and is costly to replace once the 60,000-mile powertrain warranty runs out. Scored at the bottom of the mixed-history band rather than below it: later builds use revised PVD-coated rings, and reliability for 2020-2024 builds has recovered to about average.

The cabin design dates to 2016. Reviewers describe hard, low-grade plastics on most surfaces, relieved only by a fabric-trimmed dash panel and some stitched soft-touch trim on the 2LT. Next to an Accord or Sonata it looks dated. It is held at 45 rather than lower because the Malibu is the cheapest mid-size sedan on sale.

The Malibu is a mature design built on a long-running Fairfax line, so the materials are cheap but the assembly is consistent. Initial-quality surveys agree: the Malibu was J.D. Power's best mid-size car in the 2022 IQS, and Chevrolet scores better than the industry average. Rattles and misaligned panels are not a common theme in owner reviews.

With about 2,860 franchises, Chevrolet has one of the densest US dealer networks, including in rural areas. Its service satisfaction is above the mass-market average. It falls short of the 90s because brands such as Subaru lead mass-market satisfaction.

Routine repair costs are at class par and below the all-vehicle average. The 1.5T and CVT are shared with the Equinox, Trailblazer and Encore GX, so both GM and aftermarket parts are plentiful. Production ended in November 2024, but that shared hardware keeps the car from becoming an orphan. It stays at 80 because a failed CVT means replacing the unit, which is costly.

Every 2024 Malibu uses the same 8-inch touchscreen — Infotainment 3 on LS/RS/1LT, Infotainment 3 Plus on the 2LT — so there is no larger option; it is the smallest screen in the 2024 mid-size segment.

Infotainment 3 is simple, quick and backed by a physical volume knob and separate climate buttons, so it is easy to live with. It is a 2019-era system with a small screen and dated graphics that reviewers say lags the Accord and Sonata.

Wireless Apple CarPlay and Android Auto are standard on all four 2024 trims, including the base LS — ahead of several rivals that reserve wireless projection for upper trims. Held just below the top because only one projection phone can be connected at a time.

The volume trims have no native navigation — connected navigation and enhanced voice recognition come only with the 2LT's Infotainment 3 Plus. LS/RS/1LT get basic command-word voice control and rely on phone projection for maps; Google built-in was never offered.

A six-speaker system is standard on LS, RS and 1LT and is merely adequate; the only upgrade, a nine-speaker Bose system, is locked to the 2LT with no way to option it lower.

The volume trims have analog gauges around a monochrome driver information display; only the 2LT upgrades the centre panel to an 8-inch color display, and even that keeps analog dials either side. No full-digital cluster is offered.

Infotainment 3 cars receive over-the-air infotainment and map/bug-fix updates via Wi-Fi without a paid plan, but this pre-VIP electrical architecture cannot take whole-vehicle updates that add capability.

The myChevrolet app is mature — lock/unlock, remote start (where fitted), locate, diagnostics, tire pressure, oil life. On a 2024 car, though, remote commands are part of Connected Access/Remote Access that lapses to a paid plan after the trial; GM's 8-year standard OnStar Basics only began with MY2025. No phone-as-key.

The volume trims have two front USB ports and a 12V outlet and nothing for the back seat; wireless charging and the single rear charge-only USB are 2LT-only, and no AC outlet is offered on any trim.

Proximity keyless entry and push-button start are standard on every trim. Remote start is optional below the 2LT (GM sells a dealer-installed upgrade package), there is no hands-free trunk, and no phone-as-key.

An HD rear camera and rear park assist are standard on every trim, and Automatic Parking Assist comes with the 2LT's Driver Confidence and Cruise package. No surround-view camera is offered on any trim, and thick rear pillars make that omission felt.

No head-up display was offered on any 2024 Malibu trim or package.

Physical fit is good: 38.1 in of rear legroom takes a rear-facing seat, the square rear doors open wide, and the 15.7 cu ft trunk with a 60/40 fold swallows a stroller. Held to mid-band by Marginal IIHS LATCH ease of use and a back seat with no USB port below the 2LT.

NHTSA 5 stars overall and Chevy Safety Assist standard on every trim cover the floor, but IIHS rates the 2024 Malibu Poor in the updated side test and Poor for pedestrian AEB, headlights are Marginal, blind-spot/RCTA is optional on every trim and adaptive cruise is 2LT-only — gaps rivals like Camry and Accord don't have.

A soft, quiet ride, good rear legroom and a big trunk do the road-trip work, but the back seat has no climate zone, no USB on volume trims and a thinly cushioned bench, and the volume-trim cloth seats lack long-haul support.

Smooth CVT take-off, 184 lb-ft from 2,500 rpm, a compliant ride and physical controls make it easy in traffic, with keyless start, rear camera/park assist and wireless CarPlay standard. Plain cruise on volume trims (ACC 2LT-only, no lane centering) and a coarse engine under load keep it mid-band.

31 MPG combined on regular fuel, cheap 16–18-inch tires and RepairPal's ~$532/yr repair average make it inexpensive per mile, but hybrid rivals (Camry, Accord hybrid) save hundreds a year in fuel on the same commute.

A full mid-size footprint (194.2 in long) but a tidy 37 ft turning circle, with rear camera and rear park assist standard. Thick rear pillars hurt sightlines and no surround-view camera is available on any trim.

A 1,000 lb maximum trailer rating with no factory hitch or trailering package, a 163-hp FWD-only powertrain and a sealed trunk make it not meaningfully work-capable.

Heavy fleet/rental use, strong initial quality from a mature Fairfax line and plentiful shared parts support it, but the 1.5L LFV's oil-consumption/turbo history and the CVT's shudder complaints — both off warranty at 60,000 miles — weaken its high-mileage case.

No AC outlet, no factory roof rails, crossbars or hitch, and no upfit ecosystem — only a 12V socket, two front USB ports and a 60/40 fold.

A soft, quiet highway ride and ~570 highway miles per tank make it a decent tourer, but the volume trims have no adaptive cruise, no lane centering at any price, cloth seats criticized for support, and tire roar on coarse pavement.

FWD only (no AWD in any year of the generation), ~6 in of ground clearance, a token 1,000 lb tow rating with no factory hitch, no roof rails and no AC outlet keep it pavement-bound; range and trunk space still suit a paved-road campground trip.

Within the sedan format the 15.7 cu ft trunk and standard 60/40 fold are above average, but the trunk aperture limits bulky items and there are no roof rails, hitch or underfloor storage.

A comfort-first chassis that is sure-footed with modest body roll on winding roads, but the soft tune, modest base tires and FWD-only layout keep it well short of engaging. Secure but unremarkable — below the Accord and Camry.

The electric rack is quick and light but controlled; road feel is the standing complaint, with reviewers calling it numb.

Reviewers consistently praise strong, easy-to-modulate brakes with a linear pedal, helped by a light ~3,100 lb curb weight. Held below 80 without a retrievable instrumented 70–0 figure.

The 163-hp 1.5T and CVT are smooth around town, with torque from 2,500 rpm and an imperceptible CVT, but there is mild low-rpm lag, standard stop/start and little reserve under sustained load.

Quiet at a cruise, but the small turbo four turns raspy and unpleasant under sustained throttle — more noticeable because the rest of the cabin is hushed.

37 ft curb-to-curb on a 111.4 in wheelbase is mid-pack for a mid-size sedan, marginally tighter than the Camry's 37.4 ft.

Physical climate and audio controls within easy reach, but the fastback roofline hurts outward visibility and ingress, the LS has only a six-way manual seat, and LS/RS lack automatic climate.

Pleasant, quiet and easy, but 163 hp, a CVT, numb steering and an ~8.3 s 0–60 leave nothing to invite the long way home; the RS is an appearance package and the 2.0T was dropped after 2022.

The $25,100 LS has a fair list for the money. It includes an 8-inch touchscreen with wireless Apple CarPlay/Android Auto, a Wi-Fi hotspot, push-button start, rear park assist and Chevy Safety Assist (AEB, pedestrian braking, lane keep, IntelliBeam). Blind-spot and rear cross-traffic alert are optional at every trim, and adaptive cruise is limited to the 2LT. It also has cloth manual seats, single-zone climate and halogen lamps on LS/RS. Rivals like the Sonata and K5 give more.

At $26,195 delivered, the LS is the cheapest mid-size sedan on sale for 2024, with a roomy, comfortable cabin and 36 mpg highway. Up to $2,250 in cash incentives widened the gap further. It is fair-to-good value rather than standout. It has 163 hp with a slow 0–60, no hybrid or AWD, a dated cabin and weak residuals, so capability per dollar trails the Camry and Accord.

There are four trims (LS, RS, 1LT, 2LT) across a roughly $6,400 spread. There is only one engine and one transmission, it is FWD only, and there is no hybrid. The RS is just an appearance package. Every mainstream rival offers AWD or a second powertrain, so the Malibu has the least configurable lineup in the class.

In calendar 2024 the Malibu was still a genuine volume car, with 117,319 US sales and a third- or fourth-place segment finish. But sales fell about 10% year over year and slid through the year after GM announced the car's cancellation. Heavy fleet volume inflates the total. It is a mid-pack seller on a clearly declining trajectory, not the run-out collapse of 2025.

Chevrolet is a highly recognized badge with a dense dealer network, but little of the Silverado/Corvette halo reaches the Malibu. The car carries a long rental and fleet image and weak resale. The 2024 cancellation announcement also made it an orphan-to-be from a brand exiting sedans. That leaves the brand neutral-to-soft here, ahead of Nissan and behind Hyundai/Kia.

Through its whole selling life the 2024 Malibu was easy to buy well. Cash offers reached $2,250 off depending on trim, alongside low-rate financing, 90-day payment deferral and a national lease on the LT. Clearance motivation after the cancellation announcement added dealer flexibility. Unlike the 2025, whose cash offers were pulled mid-year, these deals stayed available throughout.

2024 is the ninth model year of the generation that launched for 2016, and the sixth year since the 2019 refresh. It is a carry-over year with late-2010s hardware (1.5T, CVT250, 8-in Infotainment 3). GM announced the nameplate's end during the model year, and production stopped in November 2024 with no successor. Buyers were purchasing a design that would never be updated.

It won no awards or comparison tests in 2024. Reviewers consistently call it comfortable, quiet, roomy and cheap, but underpowered and dated inside, and plainly behind the Camry, Accord, Sonata and K5. Consumer Reports rates it near the bottom of mid-size cars with below-average predicted reliability. IIHS gives it a Poor rating in the updated side test, which keeps it off the Top Safety Pick list. Middling aggregate placings (US News/KBB mid-pack) keep it at the top of the low band.