Road Test
First Drive: 2009 Pontiac Vibe
Sampling the Past To Create the Future
There's a time and a place for bold, unexpected action. Sometimes it even pays off. Think first-generation Miata or the original Sports Illustrated swimsuit issue. There are also times when things go all pear-shaped, like the Pontiac Aztek.
So maybe it's best to take a measured approach when dealing with the 2009 Pontiac Vibe, a package that has enjoyed moderate popularity in the past.
Now with its first comprehensive refresh since its debut in 2003, the Vibe doesn't throw out the rulebook. Instead, it continues to embrace the virtues of its tall wagonlike nature and simply takes care of a few lingering shortcomings.
What It Do, Nephew?
Yes, the 2009 Pontiac Vibe is a wagon. Like the first-generation Vibe, the new one is a mechanical twin to the Toyota Matrix, itself a variant of the Toyota Corolla. The Vibe's upright nature provides five-passenger accommodations, plenty of cargo volume and a more commanding view of the road than a compact car. The tall wagon formula works. Why mess with it?
The 2009 Pontiac Vibe's fundamental dimensions such as wheelbase, overall length and track are unaltered, though the platform underneath has been heavily revised. The Vibe looks a little different with its updated sheet metal and steeply raked windshield, an impression backed by dimensions that are largely unchanged.
Nevertheless, a more concerted effort has been made to differentiate the Vibe from the Matrix. Pontiac has specified different steering and suspension calibrations in order to give the Vibe a different, um, vibe than the Matrix.
Reductions in noise, vibration and harshness have been made in fettling the new Vibe. To that end, the unibody itself has been strategically reinforced in order to reduce structure-borne noise. This is responsible for some of the new car's weight increase, which amounts to 125 pounds more for models equipped with an automatic transmission and 150 pounds more for models equipped with a manual transmission.
The remainder of the weight increase stems from increased safety equipment, as all 2009 Vibes carry front, front seat side and two-row curtain airbags as standard equipment.
A Vibe for Everyone
Three Vibe variants will be available from the get-go — a $15,895 base model, an all-wheel-drive version at $19,495 and the range-topping GT, which starts at $19,895. Powertrain configurations are plentiful, giving the Vibe newfound ability to morph into something that will meet the needs of a wider range of buyers.
The base Vibe is equipped with a 1.8-liter inline-4 that delivers 132 horsepower and 128 pound-feet of torque to the front wheels through a five-speed manual gearbox or an optional four-speed automatic transmission. In comparison, last year's Vibe with the 1.8-liter was just a bit less potent at 126 hp and 122 lb-ft.
Also available in the base car is a 2.4-liter inline-4 that generates 158 hp and 162 lb-ft of torque. This engine is available with a five-speed manual or five-speed automatic transmission.
An all-wheel-drive Vibe is offered only with the 2.4-liter engine and four-speed automatic. The AWD system's additional rear halfshafts require the substitution of an independent rear suspension for the torsion-beam rear axle of other Vibe models.
The engineers have taken advantage of this situation to create the sport-tuned Vibe GT, which combines the independent rear suspension with front-wheel drive. The GT comes with the 2.4-liter engine and a five-speed manual as standard equipment and offers the five-speed automatic as an option.
Car Go
At first glance, the GT's 158-hp powertrain appears to be a step backward when you consider that the first-generation Vibe GT sported a 164-hp 1.8-liter mill and a six-speed manual transmission. But you had to rev the guts out of that early engine to get the goods, and the wide, torquey power band of the 2.4-liter engine matches the Vibe's practical nature.
In driving the Vibe GT, we found that there's adequate thrust on tap despite the compromise in its power-to-weight ratio, and this package tackles corners with respectable composure. The gearlever snicks readily from gate to gate, though gearchanges could be snappier were it not for the Vibe's lazy throttle action. This Toyota engine lacks the crisp throttle tip-in and response of a Mazda 3, a vehicle said to be one of the benchmarks in creating the Vibe GT.
Likewise, the Vibe's electric power steering is improved over earlier systems we've experienced, but its feel doesn't match the Mazda 3's electrohydraulic system. The GT's steering ratio is, however, quicker than that of the base Vibe.
We also drove a base 1.8-liter Vibe with the automatic. With only four forward speeds, each upshift drops the engine too far out of the fat part of its torque curve even in around-town driving. Our advice is to stick with the manual gearbox, or upgrade to the larger engine if you need an autobox.
Cargo
We think people will more likely find the Vibe compelling because of its packaging rather than its performance. It seems far bigger on the inside than it is on the outside, a virtue of right-size proportions and a clever cargo area. That's why the Pontiac brass reckons that the base Vibe will account for more than 50 percent of Vibe sales.
In the new car, the rear cargo area gains 0.8 cubic foot of volume, though you might consider that there are 4.7 cubic feet fewer passenger volume due to the more dramatically plunging roof line over the rear seat. Nevertheless, there's ample head- and legroom even for adult-size rear seat passengers. The front passenger seat also folds flat as it did before, a smart feature that further increases the Vibe's flexible practicality.
One clever addition to the new model is the folding cargo dividers in the floor of the cargo area. They flip up to create neat storage bins, complete with nets and hooks for grocery bags, and fold away flat when not in use. In addition, there is a second in-floor storage bin suitable for wet items.
A standard telescoping steering wheel and height-adjustable seats aid the view over the Vibe's imposingly monolithic dashboard and finally create a driving position that suits those of full-size proportions. There are more storage bins and nooks than before, including a twin glovebox arrangement. Interior material quality is said to be improved, but we think the Vibe's antiseptic innards could still benefit from a dash of flair.
Choose Your Battles
The 2009 Pontiac Vibe is a cooperative, competent partner with useful enhancements, and is more likely than ever to appeal to those who value practicality over excitement. Although it is unlikely to win over folks smitten by Mazda 3-like driving dynamics, think of the Vibe as a superior alternative to a Dodge Caliber.
Yet there may be more choices for enthusiasts shopping in the hot-hatch segment at the Pontiac store.
We asked whether Pontiac would launch a Vibe volley to do battle with the Mazdaspeed 3 and Caliber SRT4, and Pontiac's vehicle line director could not suppress a sly smile.
Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.
So maybe it's best to take a measured approach when dealing with the 2009 Pontiac Vibe, a package that has enjoyed moderate popularity in the past.
Now with its first comprehensive refresh since its debut in 2003, the Vibe doesn't throw out the rulebook. Instead, it continues to embrace the virtues of its tall wagonlike nature and simply takes care of a few lingering shortcomings.
What It Do, Nephew?
Yes, the 2009 Pontiac Vibe is a wagon. Like the first-generation Vibe, the new one is a mechanical twin to the Toyota Matrix, itself a variant of the Toyota Corolla. The Vibe's upright nature provides five-passenger accommodations, plenty of cargo volume and a more commanding view of the road than a compact car. The tall wagon formula works. Why mess with it?
The 2009 Pontiac Vibe's fundamental dimensions such as wheelbase, overall length and track are unaltered, though the platform underneath has been heavily revised. The Vibe looks a little different with its updated sheet metal and steeply raked windshield, an impression backed by dimensions that are largely unchanged.
Nevertheless, a more concerted effort has been made to differentiate the Vibe from the Matrix. Pontiac has specified different steering and suspension calibrations in order to give the Vibe a different, um, vibe than the Matrix.
Reductions in noise, vibration and harshness have been made in fettling the new Vibe. To that end, the unibody itself has been strategically reinforced in order to reduce structure-borne noise. This is responsible for some of the new car's weight increase, which amounts to 125 pounds more for models equipped with an automatic transmission and 150 pounds more for models equipped with a manual transmission.
The remainder of the weight increase stems from increased safety equipment, as all 2009 Vibes carry front, front seat side and two-row curtain airbags as standard equipment.
A Vibe for Everyone
Three Vibe variants will be available from the get-go — a $15,895 base model, an all-wheel-drive version at $19,495 and the range-topping GT, which starts at $19,895. Powertrain configurations are plentiful, giving the Vibe newfound ability to morph into something that will meet the needs of a wider range of buyers.
The base Vibe is equipped with a 1.8-liter inline-4 that delivers 132 horsepower and 128 pound-feet of torque to the front wheels through a five-speed manual gearbox or an optional four-speed automatic transmission. In comparison, last year's Vibe with the 1.8-liter was just a bit less potent at 126 hp and 122 lb-ft.
Also available in the base car is a 2.4-liter inline-4 that generates 158 hp and 162 lb-ft of torque. This engine is available with a five-speed manual or five-speed automatic transmission.
An all-wheel-drive Vibe is offered only with the 2.4-liter engine and four-speed automatic. The AWD system's additional rear halfshafts require the substitution of an independent rear suspension for the torsion-beam rear axle of other Vibe models.
The engineers have taken advantage of this situation to create the sport-tuned Vibe GT, which combines the independent rear suspension with front-wheel drive. The GT comes with the 2.4-liter engine and a five-speed manual as standard equipment and offers the five-speed automatic as an option.
Car Go
At first glance, the GT's 158-hp powertrain appears to be a step backward when you consider that the first-generation Vibe GT sported a 164-hp 1.8-liter mill and a six-speed manual transmission. But you had to rev the guts out of that early engine to get the goods, and the wide, torquey power band of the 2.4-liter engine matches the Vibe's practical nature.
In driving the Vibe GT, we found that there's adequate thrust on tap despite the compromise in its power-to-weight ratio, and this package tackles corners with respectable composure. The gearlever snicks readily from gate to gate, though gearchanges could be snappier were it not for the Vibe's lazy throttle action. This Toyota engine lacks the crisp throttle tip-in and response of a Mazda 3, a vehicle said to be one of the benchmarks in creating the Vibe GT.
Likewise, the Vibe's electric power steering is improved over earlier systems we've experienced, but its feel doesn't match the Mazda 3's electrohydraulic system. The GT's steering ratio is, however, quicker than that of the base Vibe.
We also drove a base 1.8-liter Vibe with the automatic. With only four forward speeds, each upshift drops the engine too far out of the fat part of its torque curve even in around-town driving. Our advice is to stick with the manual gearbox, or upgrade to the larger engine if you need an autobox.
Cargo
We think people will more likely find the Vibe compelling because of its packaging rather than its performance. It seems far bigger on the inside than it is on the outside, a virtue of right-size proportions and a clever cargo area. That's why the Pontiac brass reckons that the base Vibe will account for more than 50 percent of Vibe sales.
In the new car, the rear cargo area gains 0.8 cubic foot of volume, though you might consider that there are 4.7 cubic feet fewer passenger volume due to the more dramatically plunging roof line over the rear seat. Nevertheless, there's ample head- and legroom even for adult-size rear seat passengers. The front passenger seat also folds flat as it did before, a smart feature that further increases the Vibe's flexible practicality.
One clever addition to the new model is the folding cargo dividers in the floor of the cargo area. They flip up to create neat storage bins, complete with nets and hooks for grocery bags, and fold away flat when not in use. In addition, there is a second in-floor storage bin suitable for wet items.
A standard telescoping steering wheel and height-adjustable seats aid the view over the Vibe's imposingly monolithic dashboard and finally create a driving position that suits those of full-size proportions. There are more storage bins and nooks than before, including a twin glovebox arrangement. Interior material quality is said to be improved, but we think the Vibe's antiseptic innards could still benefit from a dash of flair.
Choose Your Battles
The 2009 Pontiac Vibe is a cooperative, competent partner with useful enhancements, and is more likely than ever to appeal to those who value practicality over excitement. Although it is unlikely to win over folks smitten by Mazda 3-like driving dynamics, think of the Vibe as a superior alternative to a Dodge Caliber.
Yet there may be more choices for enthusiasts shopping in the hot-hatch segment at the Pontiac store.
We asked whether Pontiac would launch a Vibe volley to do battle with the Mazdaspeed 3 and Caliber SRT4, and Pontiac's vehicle line director could not suppress a sly smile.
Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.
Add A Comment »