Chevrolet resurrected the Malibu nameplate in 1997 for its Corsica replacement, but the car was destined for rental fleets from the moment it rolled off the assembly line. Would Toyota Camry and Honda Accord buyers have cross-shopped the Malibu? That was about as likely as GM vice-chairman Bob Lutz cross-dressing for a press conference. The all-new Malibu is competitive enough that Lutz should consider fancy dress to celebrate his achievement.

After all, in the six years that Lutz has been at General Motors, one of his main missions has been to unleash the company’s design and engineering ranks so that they could produce decent cars, not just competitive trucks and SUVs. In the case of the Malibu, Lutz’s goals have mostly been met. If there’s one thing GM has really baked into its new-car development this decade, it’s how to stiffen its cars. We’ve seen this characteristic from Cadillac to Chevy.

The Malibu, which–like its corporate twin the Saturn Aura –is based on the global Epsilon platform, has a solid, flex-free unibody. The ride is firm and controlled, and the hydraulically assisted rack-and-pinion steering on V-6 models is communicative and free of slop.

Over a stretch of chatter bumps (small, high-frequency ridges in the tarmac) at GM’s proving ground, the Malibu’s steering rack remained rigid and planted, whereas a Camry on hand for comparison suffered from serious kickback through the steering column. Unfortunately, the electric power assist fitted to four-cylinder Malibus is not as satisfying as the hydraulic setup, as it is too light, has little on-center feel, and lightens even more when you apply power.