Image: JasonUnbound

In likely the largest single financial meltdown since the Great Depression, I feel inclined to beg of you to run out and buy a new Chevy to bolster the ailing auto industry. But, that’s not really what this feature is about. What got us into this mess likely won’t get us out – that is, buying new cars we don’t need or can’t afford. So, in the spirit of the Union-made conveyance, this installment of Best Economical Used Cars goes to the first-generation Pontiac Vibe / Toyota Matrix.

The GM/Toyota alliance has a rich, yet somewhat little-known history. Since 1984, the NUMMI (New United Motor Manufacturing Inc.) plant in Fremont, California has employed UAW workers.  The plant has assembled brand-shared rides like the ’85-’88 Chevy Nova (Toyota Corolla Sprinter), ’90-’02 Toyota Corolla / Geo-Chevy Prizm, the Tacoma, many exported combinations, and the thrifty, wagon-like Vibe/Matrix (including the right-drive version called “Voltz”). These cars are essentially a tall, Corolla wagon/crossover with a Toyota drivetrain and GM bits-and-pieces (60% Toyota, 40% GM). Yep, it’s a strange brew, but a tasty one for sure.

Since their inception in 2003, both models carried their own unique styling and options, yet shared the same DNA under their clothing. Over the model years, some could be bought with All-Wheel Drive, sport packages like the 164 SAE Horsepower XRS (Toyota), and a 6-speed manual transmission. The base 1.8L models offered 126 HP and a 5-speed manual or 4-speed autobox.  At their core, the twins shared the commonality, utility, and efficiency of the Corolla – but with a bonus: cargo capacity.

To meet the qualifications of this segment, reliable, quality vehicles have to be easily found, with low mileage, and at a reasonable price.  A quick search revealed several units in the sub-100K mile range, for as little as $6,000-$7000.   Pontiac models run a bit cheaper, but it’s just brand identity and nothing more.  The Toyota has the same parts, different logo.

On the Inside: The vehicle accomplishes quite a lot in it it’s entirety. The interior trim is basic and plasticky, but who cares? The look and substance exudes durability.  Feature content includes a 115V inverter to connect AC items — to charge a cell phone, etc.  This vehicle is designed for efficient convenience.

The driver’s seat is tall and nearly identical to the Corolla.  Although adjustable, the seating position is rather awkward and uncomfortable.  Nevertheless, controls are easy to reach and the instrument cluster exudes an attractive glow with its deeply inset, electroluminescent gauges.  One observation: my driving position blocks a clear view of the speedometer by the small steering wheel (duck-n-view).  To keep costs down, the Pontiac radio unit and vent outlets are placed in both models.   Small nitpicks, but the driver’s position is rather funky.  Overall, the feel is tall-crossover instead of (dare I say) “Wagon”.

The cargo area is where this vehicle excels. The rear seats fold flat (including the front passenger seat) to allow the transport of long items. It’s a true wagon, so expect that sort of utility (and appearance).  Tie-down loops and channels, a tough, hard plastic load floor, and minimal wheel-well intrusions make hauling easy.  Cleanup of cargo spills are a snap.  Who needs a small truck when a good hatchback will do?

Interior Images: stephenHUBBARD

Rear seat passengers may find the legroom a bit cramped if adults are the passengers, but short trips are OK.  If kids tag along, then no worries.  When the rear seats are in the up and locked position, cargo space finds itself a bit tight.  Remember, this is a compact 5-door — which makes it a real fuel miser, but small on proportions.  The Toyota is a bit more refined on both interior and exterior appearances, including the optional leather interior. Teamed-up with cargo capacity, fuel economy is the best benefit.

Pontiac Vibe

Image: Hendrixson

On the Outside: Both iterations share the same sweeping roofline, wedgy front and rear aspects, and 5-door silhouette.  The Toyota has a smoother look to the eye, with full cargo glass instead of the Pontiac’s stylish notch (which creates a bit of a blind spot).  GT and XRS models look sporty and play the part with larger alloy wheels, foglamps, side sills, and a rear spoiler.  The Pontiac exudes a Fisher Price-esque durability with hard plastic cladding, a roof rack, and sharply angled styling cues.

Under the Hood and ‘The Drive’: Pop the lid, and you’ll find the bulletproof Toyota 1ZZ-FE mill (the 2ZZ-GE is found in high-output models).  Choose the 5-speed manual for optimal efficiency.  As is usual in North America, most cars you’ll find are automatics.  The trick is to keep the speed at or below 70 MPH to avoid transmission kickdown on hills, and consistently high revs at cruise.  Fuel economy drops significantly at speeds above the 70-mark.   Keep it steady, and you’ll be rewarded with a variable valve timing response that’s punchy, especially in the mid-range, along with a combined fuel economy in the 30′s.  Crisp, small-car handling is the norm from even base trim levels.  Body roll is minimal, and the ride is compliant.  The automatic shifts firmly and is quick to downshift to the optimal RPM.  It’s still a fun car to drive despite what its personality may indicate.

The Data:

Vehicle Tested: 2008 Pontiac Vibe Base
Engine: 1.8L Toyota Powerplant with VVT — rated at 126 HP and 122 lb-ft torque, 4-speed Auto
EPA Class: Small Station Wagon
EPA FE: 25 City / 31 Highway
Averages as Tested: 35.5 MPG at 57 MPH avg, over 455 miles.
Route: Kansas City – Wichita, KS – Kansas City (hit rush hour on the return)
Weather Conditions: 40F – 55F, Wind Speed vs. Heading: NW @ 5 MPH. Course 1 = SSW; Return = NNE

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People just aren’t buying new vehicles.  Sales figures from nearly every manufacturer confirm the trend.  With the Global Economic horizon not looking so rosy, the advice is to hang on to what you have, buy what you need, and ride out the storm.  But what if your vehicle finally gave up and is too costly to repair?  It’s time for a “Pre-Owned Vehicle”.  This is the first in a series of used vehicle reviews intended to spotlight vehicles that may be more obscure, yet readily available and inexpensive to purchase, own and operate.

2007 was a good year for Korean Automakers.  Hyundai began to inject both itself and subsidiary, Kia Motors, with increased build quality, overall appearance, and better driveability.   Compared to Hyundais of the past, drivers of these new models were pleasantly surprised.

So, why not a Civic or Corolla?  This question may come up often.  Frankly, the longtime reputation of these models lend themselves to often-inflated pricing and high miles on used units.  The Hyundai (and its Kia Spectra twin) were chosen for their value and the frequency of finding cars with fewer miles.  A quick search noted models in the sub-50K miles range, for $9-11,000.  This mid-sized sedan (or 5-door hatch with the Spectra5) is a great buy for a small family or daily driver with the need for a 3rd or 4th occasional passenger.

I had the chance to drive several of these variants since their debut on rental lots in 2006 (which also can bring down the overall price: fleet usage).  The first impression was a good one.  Back then…

I’m really stretching here to find problems with this car, but perhaps the rounded edges make the rear-half look mild, whereas a frontal perspective re-affirms a more aggressive design.  I was fully expecting it to have the Spartan, no frills interior that other compact Korean vehicles have provided. Instead, a carefully crafted dash, driver-oriented center stack, and electric-blue accents (even in the power window switches) gave the indication that some attention was spent on design and implementation.

The fit and finish of these models are actually better than the new, 2009 Toyota Corolla.

Steering is crisp and precise with it’s electronic steering rack, despite the softer ride. Before heading out on the road, I had visions of nearly all Hyundais tested before: a disconnect among the front and rear suspension, body of the car, and consequently the driver. But that wasn’t the case at all. City driving was enjoyable with turns and curves presenting no challenge. The tilt wheel felt to be properly weighted and sized. Quite simply, the sedan felt light on its feet and fun to drive.

The list goes on and on.  Higher-end models can be found with leather appointments, a bevy of airbags, and a 6-disc sound system.  Base models can be found with a 5-speed manual, while all models offer the 1.6L, 4-cylinder.   What’s even better is the transferable 10-year/100K mile powertrain warranty.  Honestly, I don’t think you’ll need it.  These are solid vehicles.  Certified used models offer further bumper-to-bumper protection. In addition, the rare 5-speed models are out there with better overall fuel economy.

So how is the fuel economy?  My tests, with mostly highway speeds, cold-weather usage, and spirited city driving, yielded 34.6 MPG.  My Wife and 3 friends (with a car-load of luggage) took the same car from KC-Chicago-KC, noted plenty of room, and mileage closer to 30-31 MPG.  That’s pretty good for mid-sized sedan at capacity.

The Data as Tested:

Trim: 2007 Hyundai Elantra SE, 4-speed Automatic
Engine: DOHC, 16-valve, 2.0L Inline-4 cylinder, rated at 138 HP, and 136 lb-ft torque, FWD
Curb Weight: 2747 lb.
EPA: 28 City, 36 Highway, 31 Combined Cycle
FE: 34.6 MPG (ScanGauge Verified)
Vitals: 4.9 hours, over 278 miles, using 8.0 gallons, at a 57 MPH average

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