Unlike movie sequels, a vehicle’s second generation is expected to be better than its first. Historically this has been the case, even when consumer expectations have been exceptionally high.
Already in showrooms, the totally redesigned, second generation 2009 Pontiac Vibe arrived without a lot of fanfare. Certainly far less ballyhoo than is accompanying the arrival of the all-new G8. This could be a reflection of the Vibe’s status within Pontiac’s product lineup or its modest profit margin.
It surely isn’t because it didn’t live up to expectations — inside or outside Pontiac. This is a superior car to the one it replaced and among the best small wagons out there.
Born in 2002 as a 2003 model, the first generation Vibe wasn’t a huge seller, but it held its own averaging 60,000 units per year from 2002 through 2007. These are decent numbers for a car that wasn’t heavily promoted, but not sufficient to generate a lot of anticipation for its replacement. Now that that replacement is here, however, it should stir up some passion — particularly among shoppers on the market for an economical, well-built compact wagon.
A total redesign, the new Vibe is much better prepared to butt heads with the likes of the Mazda 3 and other segment top guns. It is being screwed together at the NUMMI plant in Freemont, Calif. This is a joint venture between Toyota and General Motors. The Toyota Corolla and Tacoma compact pickup are also assembled there. This should translate into solid quality for Vibe. It has already helped earn Vibe a 58 percent leasing residual rate from the Automotive Lease Guide (ALG) — the highest for any small car ever released.
Some of what you do see and virtually all of what you don’t see is shared with Vibe’s Toyota doppelganger, Matrix. The interior, engines, drivetrains and suspension architecture are all common. When comparably equipped, a slight pricing edge goes to the Vibe.
There are three trim levels: Base ($15,895), Base AWD ($19,495) and GT ($19,895). Vibe also has a somewhat better drivetrain warranty than Matrix, while offering 5 year/100,000 mile roadside assistance that isn’t offered by the Toyota at all.
Where the paths of the Vibe and Matrix noticeably diverge is with exterior styling. In this respect the two fraternal twins are unique. As might be expected, the Vibe’s lines are more aggressive and stylistic than those of Matrix. Although the profile of each is similar the front and rear styling are totally different.
Two engines are available to power the Vibe depending on the model. A 132-horsepower 1.8-liter four-cylinder engine is assigned to all two-wheel-drive Base versions. Unless the buyer has plunked down an extra $850 for the optional four-speed automatic transmission, a five-speed manual shuffles output to the front wheels. Drivers not particularly interested in at least a small show of urgency when goosing the throttle will be satisfied with the 1.8L’s pickup. It is adequate.
Those seeking a little more pizzazz should look to the GT with its 158-horsepower 2.4-liter four. This is the same four-banger providing the thrust for most Camrys. A five-speed manual is standard. It has a quality, smooth feel. Those not wanting to stir the transmission themselves can pony up $1,050 for a driver-shiftable five-speed automatic. With either transmission the acceleration is brisk and satisfying.
As standard equipment, the Base AWD gets the 2.4L engine and the four-speed automatic transmission. This is a full-time AWD system basically engineered for foul weather as opposed to heading off pavement. The five-speed automatic is available as an option.
Both engines deliver better than average fuel economy. The Environmental Protection Agency rates the 1.8L manual at 26 mpg in the city and 32 mpg on the highway. The 2.4L is rated at 21 mpg city/28 mpg city.
The suspension architecture may be shared with Matrix, but Pontiac says its version is tuned differently. Without driving the two wagons back to back, it’s impossible to detect what those differences might be; however, the ride is comfortable and the handling fairly athletic for a FWD family wagon. The GT and AWD have a sportier setup than the FWD Base. The steering is spot-on and the cornering remarkably neutral.
Anti-lock disc brakes lurk behind all four wheels, whether they are the Base and AWD versions’ 16-inch steel wheels or the GT’s 18-inch aluminum ones. Electronic stability control is standard on all Vibes.
Other safety features include tire pressure monitoring, front side-mounted airbags, front-rear side head curtain airbags and active head restraints.
The interior is beautifully executed. Although plastic is the dominating material on the dashboard, it doesn’t look cheap. Everything is precisely assembled resulting in excellent fit and finish. A three-pod gauge package adds a sporty flair, even to the Base model.
The audio controls with an integrated auxiliary jack for personal music devices are located high up in the center of the instrument panel.
Just below, arranged in a horizontal row, are three beefy knobs to control the heat and air conditioning. The shift lever is also located in the center stack rather on the console between the front seats, which are nicely sculpted. Cargo capacity expands from about 20 cubic feet to 49 cubic feet when the split second seat is folded down.
You may not have heard much about the redesigned Vibe and that’s a shame. It’s a competent compact worthy of more attention than it is getting.
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