Automotive Reviews
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2009 Pontiac Vibe
01287 days
by Emmy Jackson
in Five Doors
Funky, compact multi-tasking vehicles are all over the place these days. Where the subcompact station wagon once ruled the light-cargo roost, these days there are retro Chrysler PT Cruisers and Chevrolet HHRs, quirky micro-minivans like the Mazda5, and offerings with more contemporary style, like the Kia Rondo and Pontiac Vibe.
The Vibe is one of the original members of this group, with a 2002 introduction as a twin to the Toyota Matrix, it helped to set the mold of a tall station wagon with SUV-like cargo abilities and friendly subcompact driving dynamics. Of course, ’02 was a long time ago, and by ’08 the Vibe was looking somewhat long in the tooth. For 2009, there’s a complete redesign of the car that keeps it true to its roots. Will that be enough to keep the Vibe in the game?
At first glance, not much appears to have changed. The new design is smoother, inside and out, but otherwise follows the template of the previous car. The familiar split Pontiac grille has been smoothed out to match the rest of the lineup, and the Vibe’s slightly drooping wagonette silhouette and thick D-pillar remain the same. The sportier Vibe GT gets a more unique look, with a more aggressive front fascia and rocker panel moldings.
The redesigned interior is nicely improved. Interior materials are improved significantly–but then the bar for interiors has been raised by VW, Hyundai and others, so the Vibe comes across as slightly above-average where a few years ago it would’ve been exceptional. A high beltline gives it a tank-ish feeling, which can be comforting in a world full of thundering SUVs. There’s comfortable seating for four (or snug seating for five), and the chairs are tall but still short-ish in the lower cushion. The cargo area is still carpetless, for reduced damage potential, and Pontiac has added rubber strips to the surface to prevent objects from sliding around. The Vibe’s handy 115-volt outlet is still standard as well. At heart, this is still an economy car. Thus, most of the cool equipment–leather, satellite radio, 320-watt Monsoon sound system–is optional on the base models. OnStar with voice recognition and hands-free calling is also available.
The Vibe drives much the same as it always did–friendly and easy to manage. It’s a Corolla at heart, after all. The heart in question is a 1.8 liter four-cylinder engine with DOHC construction and variable valve timing that puts out 132 horsepower. The sportier Vibe GT gets a more potent engine, a 2.4 liter DOHC four-cylinder making 158 horses. A choice of five-speed manual or four-speed automatic transmissions is available. In these days of 200-horsepower four-cylinder engines, the Vibe’s powerplant choices may seem modest, but this little car has no trouble keeping up with traffic and the tradeoff is decent fuel economy in base models. The Vibe’s claim to crossover fame is its available all-wheel drive (AWD), of course. AWD models come with the larger engine. The AWD is seamless, and only affects fuel consumption.
The suspension also hasn’t changed in form; MacPherson struts up front and a twist-beam rear axle are very much like the previous Vibe, as well as calling to mind just about every economy car built in the 1990s. The AWD version gets a bit more modern, with a multi-link rear end. Anti-lock brakes and four-wheel discs are standard equipment on the Vibe for the first time in 2009. The Vibe drives pleasantly around town; for its intended purpose, this car doesn’t need six-piston Brembo brakes and a double-wishbone suspension, after all. The Vibe is comfortable and relatively quiet around town and on the freeway. StabiliTrak stability control and traction control are standard.
The Vibe plumbs the same versatility territory as the (smaller) Chrysler PT Cruiser, Chevy HHR, Nissan Rogue, (larger) Mitsubishi Outlander and Honda CR-V. These other five vehicles do it more memorably, however. Perhaps it’s the Toyota underpinnings, but the Vibe comes off as competently forgettable. In this group of compact crossovers, it’s the appliance of the family. The PT and HHR have the retro thing going, for better or for worse. The Rogue feels more modern and has more of an SUV feel, and the Outlander and CR-V are excellent freeway cruisers. The Kia Rondo is also in the mix, with similar dimensions and a somewhat dowdier body.
If anything, that’s the Vibe’s problem–it’s not quite exciting enough. Pontiac is supposed to be the “wild” brand, the place where anything goes, and the Vibe just seems kind of pedestrian, coming from them. It’s a nice vehicle, but the rest of the industry has caught up and it’s no longer unique. Unique or not, though, the Vibe still represents a solid, versatile vehicle for an affordable price. Prices start at $15,985 for the base model and $18,910 for AWD. My test vehicle featured a preferred equipment package with power windows and locks, 17-inch wheels and an upgraded radio and stickered for $21,480.
Specifications:
All specs are for the 2009 Pontiac Vibe AWD.
Length: 171.9 in.
Width: 69.4 in.
Height: 62.7 in.
Wheelbase: 102.4 in.
Curb weight: 3295 lb.
Cargo space: 20.1 cu.ft. (seats up); 49.4 cu.ft. (seats folded)
Base price: $18,910
Price as tested: $21.480
Engine: 2.4 liter DOHC four-cylinder
Drivetrain: five-speed manual transmission, all-wheel drive
Horsepower: 158 @ 6000
Torque: 162 @ 4000
Fuel capacity: 13.2 gal.
Est. mileage: 20/26
2007 Mazda CX-9
01301 days
Now here’s an interesting statistic that you might not see on the news any time soon: Mazda is now the second company to replace its minivan with a three-row “crossover vehicle.” The all-new CX-9 isn’t a lame attempt to butch up a minivan, a transgression that Pontiac, Chevrolet and Mazda have all been guilty of in the past. It’s a mid-sized, car-based crossover that will comfortably seat seven, offering the people and cargo capacity of a minivan to buyers who need it but just can’t stomach the thought of actually buying one.
So can a vehicle that’s effectively a tall station wagon replace a minivan? Depends on the customer. Developed with the CX-7, which was introduced late last year, the CX-9 is a separate seven-passenger model that rides a chassis engineered specifically for three-row seating. Both vehicles were designed specifically for the U.S. market, and both are superficially related to the Ford Edge crossover. The CX-9 offers a roomy interior, versatile cargo ability and, most importantly, that intangible fun-to-drive spirit that Mazda has done such a thorough job of imparting into its products. And, as noted above, it steps into the product lineup to fill the void left by Mazda’s minivan, the MPV, which faded away in 2006.
The CX-9 bears a strong resemblance to the curvy, zoomy CX-7; the difference is in the details, and that’s not a bad thing because both of them are great-looking vehicles. Mazda says the CX-9 is “emotional,” and that’s a good way to describe Mazda’s design DNA. The CX-9 has a curvy body and a forward-thrust look courtesy of the sloping rear roof. There’s a kick-up in the rear flank, less pronounced than that of the CX-7. The CX-9 has more intricate headlight and taillight details. The “hip” lines are softer than those of the CX-7, but the silhouette and grille shape are the same. There’s a strong hood with a raised center. Trapezoidal quad exhaust pipes are a unique touch. Most of the CX-9′s you’ll see will be painted in dark colors. The design has been penned with nighttime cruising under city lights in mind, and the neon looks good flowing across the CX-9′s lines.
The CX-9′s dash is handsome; like the Subaru B9 Tribeca, this car looks like it comes from a higher price bracket than it actually does. Handsome arches of wood form curved vertical lines that intersect with the horizontal elements of the console and doors. Where the CX-7 is sporty and racy, the CX-9 offers a more understated luxury. Indirect blue lighting is available. The competition includes the Honda Pilot, Toyota Highlander and Saturn Outlook (which, incidentally, is a de facto replacement for Saturn’s minvan). The CX-9′s long wheelbase provides an advantage over the Pilot and Highlander in that the third-row seats are large enough for adults. The rear seats fold flat with a single, simple motion, opening up a 100.7 cubic foot cargo area.
Under the hood, the CX-9 has a3.5 liter V6 making 263horsepower. The 3.5 V6 is new to the Ford/Mazda family, and does duty in other vehicles across the line, including the new Ford Edge. On the CX-9, electronic throttle control sets it apart from its Blue Oval cousings, and adds the proper dose of “zoom-zoom,” (because you just knew we couldn’t do a Mazda review without saying it once). This variable valve timing-equipped engine is a happy revver, and keeps the CX-9 from being just another dull suburban do-all. All-aluminum construction includes the block, heads, valve cover, windage tray and oil pan. The CX-9 has a six-speed automatic transmission, but it’s not the same gearbox that the six-speed Edge uses. The CX-9 can tow up to 3500 pounds when properly equipped. Front-wheel drive is standard; the available all-wheel drive uses active rear torque splitting, rather than a power-on-demand torque-shift program. This is a long-legged vehicle well suited to driving cross-country.
It may have the heart of a sports sedan, but the CX-9 is equally well suite to the task of eating up miles on the interstate. The front suspension’s MacPherson strut setup is shared with the CX-7. At the rear, the CX-9′s four-link suspension is adapted from the Mazda6′s three-link independent rear. On the road, the CX-9 has a low center of gravity that contributes to confident, poised handling. It’s balanced well, and predictable in the turns. There’s none of the tippy feeling of a traditional SUV; the CX-9 drives smaller than it is. We hate to name names, but this is like a Ford Freestyle done correctly. The suspension is firm enough to please the sports car drivers who comprise much of Mazda’s customer base, but it won’t rattle your teeth. The rack and pinion steering is responsive.
Built with families in mind, the CX-9 comes with a handsome array of standard active and passive safety features. Our test drive took place the day after an ice storm, so we got to experience the standard anti-lock brakes and dynamic stability control (DSC). Roll Stability Control (RSC) also helped to make the drive more confident. RSC measure’s the vehicle’s tilt and uses the brakes and throttle-reduction to control it.
Though it’s more than just a clone of its smaller sibling, the CX-9 does a great job of translating the CX-7′s sporty-SUV attitude into a larger package. It can’t quite match the cargo-hauling skills of a minivan, but the seven-passenger seating and easy-folding seats do present a capable, great-handling alternative. CX-9 pricing starts at $29,035 for the front-wheel drive Sport model and goes up to $33,875 for the all-wheel drive Grand Touring version.
All specs are for the 2007 Mazda CX-9.
Length: 199.8 in.
Width: 76.2 in.
Height: 68/0 in.
Wheelbase: 113.2 in.
Curb weight: 4560 lb.
Cargo space: 17.2 cu.ft. (seats up); 100.7 cu.ft (all seats folded)
Base price: $29.035
Engine: 3.5 liter DOHC 24-valve V6
Drivetrain: six-speed automatic transmission, front-wheel drive
Horsepower: 263 @ 6250
Torque: 249 @ 4500
Fuel capacity: 20.1 gal.
Est. mileage: 18/24
2007 Honda Element SC
01387 days
Honda’s Element may have started the party for trendy, multi-useful, outside-of-the-box-thinkin’ vehicles, but Scion crashed it in a big way. Where the larger Element found buyers among an older audience, the compact Scions were the ones to light the fire among young urban hipsters. Blame the mysteries of automotive marketing, blame Honda’s advertising which was noticeably less “edgy” than Scion’s, or blame the Element’s larger size and higher price–whatever the reason, the Element seemed to have missed the elusive street-cred target.
The Element’s got the capacity for cool though, and for 2007 it’s bringing that to the surface with the Element SC. “SC” stands for “Street Custom,” and this tweaked-out Element hits the streets as a much more rockin’ box than before. The multi-tasking fundamentals of the category-busting Element are unchanged, but a slammed suspension, fresh styling tweaks and more power go a long way toward making this ride look at home on city streets.
The Element receives a number of subtle styling updates for 2007, including a redesigned grille and new headlight surrounds. Painted cladding is now standard on the Element EX, for drivers who don’t care for the gray plastic fenders of the base model. Other than that, the box is the same, and it’s no less polarizing than it was when it debuted. You either love or hate the Element’s wheeled-brick styling, which includes SUV cues like heavy bumpers and fender flares. Thick pillars all around and an upright windshield give the Element a passing resemblance to an armored truck, and the toughened-up Element SC’s 18″ wheels, special colors like Root Beer Metallic and monochromatic body panels impart a dose of the street-thug burliness that folks have been flocking to the Hummer H2 and Toyota FJ Cruiser to find.
Of course, the Element won’t ever be considered any kind of off-roader–especially the front-wheel drive only Element SC. The MacPherson strut front, compact-wishbone rear suspension has been tightened up and lowered 1.25 inches for a more aggressive, street-ready look. It’s not all for show, either. Push the Element SC into a corner and the tall body will lean, but those big 225-series tires allow it to stick with surprising tenacity. It’s got a faster steering rack as well. The SUV-ish waddle that’s always been part and parcel of the Element’s handling is completely exorcised by the lowered suspension. The ride is probably too stiff for the tastes of more conservative buyers but just right for pounding around steamy, late-night city streets. We’d hesitate to call it honestly sporty, but for rolling slow’n'low on city streets, the Element SC is ready to cruise. In standard ride-height form, the Element is still available with winter-taming all-wheel drive and a much softer suspension. Honda’s Vehicle Stability Assist (VSA) stability control doesn’t do much to curb the Element’s tippy tendencies, but it will keep the box going in a straight line when understeer sets in.
What the Element gives up to other SUVs in terrain-conquering ability, it more than makes up for in domestic versatility. Just as the standard Element has a urethane floor, ready to get dirty hauling toys or camping equipment, the Element SC is set up to be a mobile entertainment center and road-tripper. Carpet is standard, classy piano-black trim is added to the dash and a large console between the front seats can swallow CDs and other items. Look closely and you’ll see that the door panels and seat upholstery sport a special “tattoo” pattern. The wide, comfortable seats and ample head and leg room front and rear will let you bring four friends along, and standard XM satellite radio coming through the 270-watt, subwoofer-equipped sound system will keep them entertained. Honda has upgraded all Elements for ’07 with seat-mounted seatbelts that make entering the rear seat easier, and the dash is brightly lit by LEDs. The cargo area remains uncarpeted, so the Element SC can still carry the dirty stuff if it has to. Six standard airbags (including new side-curtain airbags) plus rollover sensors round out the safety package.
The 2.4 liter four-cylinder engine has been modified for ’07 with a revised intake system and boosted midrange torque. The new induction system also results in a ten-horsepower boost, to 166. That’s modest, but the large-ish four-cylinder puts out enough torque that the Element feels adequately powered. Drive-by-wire electronic throttle has been added, and works with Honda’s familiar iVTEC system to offer surprising torque while keeping emissions low. Even with the additional horsepower, the Element’s not very happy with hard acceleration–mass is the enemy, here, and the Element has almost 3600 pounds to move. Drivers looking for an SUV with serious get-up-and-go are advised to look elsewhere.
A new five-speed automatic transmission is available. A five-speed manual is also available, but it’s not much of a performance transmission and the Element SC is one of the few vehicles in which we’d recommend the autobox over the stick. The Element SC is two-wheel drive only.
The Element is one of the most versatile and affordable vehicles on the market, offering urban versatility that few vehicles can match. It isn’t much good out on the farm, but around town it’s the modern-day equivalent of the hip, multi-tasking, cheerfully counterculture 1960s VW Microbus. Add in a Honda-reliable powertrain and tight body construction and a much-needed sense of style and the Element SC is worth a look. Pricing starts at $22,695 with a manual transmission and goes up to $23,495 for the stick. Standard Element pricing starts at $18,900 for two-wheel drive, and $20,300 for AWD.
Specifications:
All specs are for the 2007 Honda Element SC.
Length: 170.8 in.
Width: 71.5 in.
Height: 69.5 in.
Wheelbase: 101.4 in.
Curb weight: 3596 lb.
Cargo space: 74.6. cu.ft. (rear seats removed)
Base price: $22,695
Engine: 2.4 liter DOHC four-cylinder
Drivetrain: five-speed automatic, front-wheel drive
Horsepower: 166 @ 5800
Torque: 161 @ 4500
Fuel capacity: 15.9 gal.
Est. mileage: 22/27