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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It seems Harley-Davidson doesn’t want to be associated with good fuel economy. They’re certainly not eco-friendly, so they don’t have that to worry about, and as far as motorcycles go they don’t really get the best gas mileage, but I guess if too many people start riding them they will lose that “Bad Ass Mid-Life Crisis” image they’ve worked so hard to build up.

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Whenever someone signs up on the EcoModder forums, the first question they get is “do you have any fuel economy instrumentation?” So I’m asking the same thing to you today, and also offering some solutions. Instrumentation is important for anyone trying to get better mileage since it’s the only way to get real-time feedback on your driving habits. Automakers are realizing this and (also motivated by consumer demand) are starting to add mpg displays on newer vehicles. However, if you’re not one of those luck few, fear not! There is a solution out there for most of you.

4 aftermarket gauges to help you save gas

1. MPGuino

Okay, I’ll be upfront. The MPGuino is first because its what I use and it’s an EcoModder original. It’s great because it can be configured to work with almost any electronically fuel injected vehicle and only costs $30-40 to put together. The downside, however, is that it’s completely DIY, so you’ll have to know how to solder and how to wire it into your car (and it might like kind of ugly if you don’t make a nice case).

It may seem a little cumbersome, but it’s open source and pretty much the only option for pre-1996 vehicles. However, for the tweakers out there this is definitely the best choice.

Find more information on the MPGuino:

• Release one workspace forum link
  
• EcoModder Wiki page

2. Scangauge II

The Scangauge II is the most popular mpg gauge out there, and for good reason. It’s easy to install (just plug it into your OBDII port under the dash) and easy to use. The backlit display shows four pieces of data at once and it can check engine codes and aide other diagnostics.

It’s best qualities are definitely the ease of set up and used, but the $160+ price tag can be a lot for people to swallow, even though some ecodriving can win that money back in relatively short order.

3. PLX Kiwi

The PLX Kiwi is a new kid on the block, but it definitely looks interesting. The big differences between the Kiwi and the Scangauge II is that the Kiwi has a big color screen and can also “teach” you how to drive efficiently by rating your driving habits and making ecodriving suggestions. These features do burden it was a $300 price tag, though. Like the Scangauge, this is only for 96+ vehicles.

Expect to hear more about the Kiwi on the EcoModder blog in the near future, as a forum member is currently getting a test model from the company that he can try out on several of his cars.

4. Dashhawk

The Dashhawk, a lesser known display from MSD seems like a neat device. Even though I don’t know anyone who owns one it appears attractive and looks like it works much the same way as the Scangauge. Unfortunately, the $300 price tag is a little scary. I will be requesting a test model from MSD to see if it’s worth its beans, so stay tuned. Like the Scangauge and Kiwi, this is only for 96+ vehicles.

Moral of the story

If you’re interested in saving some gas, the environment, or even some money, you’re probably driving a car that can accept some type of fuel economy instrumentation. It may seem expensive, but the payback is real and these devices retain their value well if you ever want to hit eBay with it.

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The Scangauge II (and Scangauge before it) has long been a necessary part of practicing EcoDriving effectively. It’s a neat device because it gives you instant feedback, which not only allows you to improve your driving, but also helps you implement various hypermiling tips most effectively. However, Scangauge won’t have a total market share for much longer, as PLX Devices has released a new, and intriguing device called the Kiwi.

Like the Scangauge, the PLX Kiwi takes data from your car’s OBDII diagnostics port. This means that the device is plug and play, making it accessible to most drivers, but will only work on 1996+ vehicles. All older cars (like mine) are out of luck.  The Kiwi uses the data is collects to not only show you what fuel economy you’re getting, but also to instruct you on how to get a few more MPGs. This is the part that’s really interesting, and the reason the device costs a steep $299.

PLX’s cute video can say more about how it works than I can, so check it out:

httpv://www.youtube.com/watch?v=BgNPwB-auu4

The website claims that the average driver can save quite a bit of fuel. In my experience, this is definitely true, though I don’t know if the Kiwi is really necessary to do it. Most people can realize these improvements without any instrumentation, though those of you looking for more profound savings will probably need instrumentation.

I can’t say yet whether it works or whether I would recommend it, but if you’re motivated I think the purchase price could be recouped in gas savings, especially with gas looking to stay up above $4/gallon. You can bet PLX will be receiving an email from ecomodder as we look to test this thing out with both experienced EcoDrivers and complete newbs.

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Earlier I talked about how March represented a dramatic drop in vehicle miles traveled, but that’s nothing compared to a recent report stating that Americans have cut back 30 billion miles over the last six months. The drop was measured between November 2007 – April 2008, and compared to the same period from a year ago. Overall the drop was only 1%, but compared to an annual increase of 1-2%, the difference from the norm is actually a bit bigger.

The drop is the largest it’s been since the fuel crisis of 1979-1980, and with fuel prices looking to stay high, may represent a permanent change in the way Americans think about travel. Here’s what USA Today has to say about the difference between now and the last fuel crisis (which I wasn’t alive for!):

“It’s not a blip,” said Marilyn Brown, professor of energy policy at Georgia Tech, citing data showing surging transit ridership, dropping sales of sport-utility vehicles and sharply increased demand for gas-efficient vehicles. “I think the difference between now and 1979, when prices were comparable when you adjust for inflation, is there’s a sense of sustained pain. There’s a sense that the era of cheap energy is a thing of the past.”

This comes amid a flurry of TV, magazine, and newspaper stories about people hopping on the bike, moving closer to work, and dumping their gas-guzzling trucks and SUVs at any cost. My experience with change in the US would suggest that the news is exaggerating the reality of the situation, but these new, hard numbers suggest that isn’t the case at all. Even though some aren’t changing their habits at all, enough are doing it to make the largest drop we’ve seen in decades.

Do you think it’ll last?

Image: mattlemmom

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Gen-I Matrix/Vibe:

+ FE vs. Cargo and Passenger Capacity
+ Fun to Drive (especially handling)
+ Added Feature Content

- Uncomfortable Driving Position
- Hodgepodge of Toyota and GM Parts
- Spartan Interior

“New United Motor Manufacturing Inc.” or NUMMI is printed on stickers under the hood. What’s up with that?

That’s the name given the to the GM/Toyota joint venture in Fremont, CA. The unique situation is the History of a UAW manufacturing agreement between General Motors and Toyota, at a facility that has produced Union-made vehicles, such as the:

Chevy Nova (1984-1988)
Geo/Chevy Prizm / Toyota Corolla (1998-2002)
Pontiac Vibe / Toyota Matrix (2003-Present)
…and other vehicles exported abroad.

Background: The Pontiac Vibe and Toyota Matrix were introduced in 2003 as a compact wagon to provide an answer to those looking for a performance-oriented Corolla Wagon, or a domestically-nameplated, small utility vehicle. The secret? Essentially a tall, extended Corolla with GM parts (radio, miscellaneous parts, etc.) + great FE to boot.  Now, a 2009 variant is available with a sleek makeover.  This review examines the Pontiac Vibe, along with the Toyota Matrix.  The latter is available with different outward styling and a near-identical interior, in the 2003-2008 model run.

2008 Toyota Matrix

The First Generation model was introduced about 6 model-years ago. The problem is this: I rented several of both variants over the course, and the FE wasn’t stellar.

Confession: Hypermiling rehab is a slow and steady process. I used to set the cruise for 6-7 MPH over the limit. That ended up being 77 in a 70. With the A/C running in the summer, the transmission was quick to downshift on modest hills, and was quite erratic. The FE suffered terribly. I gave it a shot at the speed limit and no more…

This was the only 4-cylinder vehicle available on the rental lot this week (mid-week slim-pickins). I hopped-in and gave it another try. Nowadays, I set the cruise for the limit and just let it ride. That made all the difference in the World.

On the Inside: The vehicle accomplishes so much in its totality, that I refuse to stress minor inconsistencies. The interior trim is basic and plasticky, but who cares? The look and substance exudes durability, and the FE seals the deal.

Feature content includes a 115V inverter to plug-in AC items (for me — perfect: I’m too cheap to buy an i-Pod, so I use my laptop as an MP3 player and pipe the sound through the speakers through an FM transmitter). Some vehicle models offer an auxiliary input (not in this case).  But hey, rock on…

The cargo area is where this vehicle shines brightly. 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).

From the driver’s seat, expect a “love it or hate it” Corolla-like seating position, and a 4-pod dash.   Rear seat passengers may find the legroom cramped if adults are passengers. If kids are the ride-alongs, then it’s perfect — no worries.

On the Outside: The Toyota is more streamlined and Sporty, while the Pontiac displays durability and simple functionality. My test model offered foglamps, a rear wiper, and side skirts. Just speculation: later models seem to offer better aero than previous.

The Drive: Seating position is perhaps the weakest link. Think: SUV height and feel. I had no problem setting the seat to a higher height, moved the seat back and adjusted the tilt wheel. The problem is, some drivers may find this uncomfortable. I’m not at all tall, at 5′ 9″, with short legs. The position wasn’t too bad — although the ideal setup prohibited viewing the top of the instrument cluster through the wheel top (duck-n-view). If you’re unsure of this seat, visit a dealer and give it a shot (the Corolla is very similar).

Cubbies and cupholders abound. Handling is sprite, as is throttle response and acceleration. If you keep the speed down, downshifts are infrequent, and the FE total will thank you. At 60, the engine turns at about 2500. Road noise is adequate, and blind-spots minimal.

Features: The Toyota is more “upscale” in outward appearance. A 5-speed or 6-speed manual is available, as is a higher horsepower 1.8L and/or AWD (up to 2007).  The Pontiac has similar amenities available.

Used Analysis: A 2003 Vibe 5-speed can be picked-up for $8K, on upwards to a fully loaded ’08 Matrix XRS for 22K. The vehicle essentially hasn’t changed since its inception, so you can get the same feature content at a reduced price when purchasing used. In addition, Edmunds.com rated the Matrix/Vibe a “Used Car Best Bet” for reliability, etc.

Vehicle Specs as Tested:

Latest Model: 2008 Toyota Matirix / Pontiac Vibe
Trim: Base
Class Size: Compact Wagon
Transmission: 4-speed automatic with lock-up torque converter (5-speed Manual Available)
Engine: Toyota 1.8L DOHC, 16-Valve, I-4 with Variable Valve Timing
Rating: 126 hp at 6000 RPM and 122 lb-ft torque at 4200
Drivetrain: FWD (AWD available)
Seating Capacity: 5 (very snug) at 2+3 or 4 more comfortably at 2+2
Price as Tested: $17,000 USD (April, 2008)
Curb Weight: 2700 lbs.
EPA: 21/31
EPA Average Fuel Cost per Year: $1554

Raw Data — Stats:
EcoModder Tested Mileage: 35.5 MPG
Average Speed: 57 MPH
Distance Driven: 455 Miles
Engine RPM @ 60 MPH: 2500
Route: Kansas City – Wichita, KS – Kansas City (hit rush hour on the return)
Temp: 40F – 55F
Wind Speed vs. Heading: NW @ 5 MPH. Course 1 = SSW; Return = NNE
2009: Complete Re-design

Conclusion: Brilliant!

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Ever wondered if using a certain kind of oil could actually help you use less oil? With the recent introduction of its “Advanced Fuel Economy” 0w-20 and 0w-30 motor oils, Mobil is saying yes to this question.

For years, auto manufacturers have been building engines that use lighter and lighter weight oils in order to reduce friction and increase fuel economy. Most notably, the late Honda Insight was built to use 0w-20 motor oil, which is the lightest motor oil I’ve ever seen used in an auto engine. As of writing, most vehicles seem to have moved to 5w-20 or 5w-30 oil weights, something manufacturers like to claim saves a small (~1%) amount of fuel.

Now, according to Mobil, they have developed a new formula that can increase fuel economy up to 2%. For a 20mpg vehicle paying $3/gallon of gasoline, this translates to a $441 savings over a 150,000 mile lifespan. This “low friction,” synthetic motor oil is designed to be used in engines that are marked for thicker oil weights. This means that your new Honda Civic, which would normally take 5w-20 motor oil, will operate just fine on Mobil’s lighter Advanced Fuel Economy 0w-20 oil. For cars running 5w-30, you can make the switch to the 0w-30 version to try to pick up your 2% savings.

According to Mobil, this oil eliminates friction in 4 key areas:

1. 1. Valve Train – Being lighter, the oil flows more quickly to the camshaft and valves to prevent friction at startup.
   2. Piston & Cylinder - Lots of friction occurs between the pistons and the cylinder walls, some of which is reduced by Mobil’s new Advanced Fuel Economy oils.
   3. Oil Pump – It is more difficult to pump thicker oils through the oil pump, and low viscosity oils reduce some of these losses.
   4. Crankshaft – Friction at the connection between the rods and the crankshaft is constant and important – lower viscosity oils reduce the amount of friction in this location.

So, this new oil is definitely interesting, but is it revolutionary? Not really. Do I believe the claims? Perhaps, 2% isn’t much of a huge claim, but it’s also so small that no one is likely to try to quantify it. Perhaps Mobil is going to push this new oil banking on the fact that no one will ever try to verify its claims.

What do you think?

For more tips to save fuel, check out the EcoModder.com Forums!

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