GM put the decision squarely at the feet of the recent economic and auto sales downturn in general, along with GM’s less than stellar financial shape, specifically. At the same time, rumors were swirling that any and all programs slated to be released after the middle of 2009 are “under review”. Sure, that seems like a natural outgrowth of the times, but it still has to give gearheads pause.

There cold also be more in play here than the obvious concerns about money, or the lack thereof. Namely, just how many people were actually interested in the G8 ST to actually plunk down the money and buy one? Sure, there’s the occasional flair up in interest in El Camino-like cars from time to time in the car blogosphere, but there was little evidence beyond that of the market viability of such a car … er, truck … er, car-truck?

Source: Edmunds

By Kurt Gensheimer

Blings:

• Two powerful and fuel-efficient engines
• Stabilitrak standard on all models
• Flexible and Usable
• Options Galore

Dings:

• Poor visibility out rear window
• Rev limiter kicks in right at redline
• Options Galore

Ruling: For those who like options with their small utility vehicle, look no further.

When the Pontiac Vibe and Toyota Matrix – sister cars built through a joint venture in Fremont, CA – were released in 2002, they represented a new direction in practical yet fun cars. When people first saw them, some were confused as to what they were supposed to be. It looked part minivan, part hatchback and part sports sedan. Some call it a “small crossover”. Whatever the classification, after six model years of successful sales, the Vibe and Matrix have sold quite well. But like any car that’s gone six years without a redesign, it’s look has become a bit tired. So when GM designers and engineers sat down to create the 2009 Pontiac Vibe, they wanted to make sure the ‘part minivan’ part no longer registered in the minds of potential buyers, so they styled it, contoured it and chopped a little off the roof. They also focused on improving it’s ride quality, powertrain options and interior noise levels.

But what else is new about the Vibe? At a recent GM event, along with getting a chance to drive the new and Buick Lucerne Super, we also got the opportunity to test a variety of Vibes which included the base, AWD and the top-flight model, the GT.

Driving Impressions

Upon entering the base Vibe, by the looks of the interior, it was clear that we were driving a rebadged Toyota. Instrument cluster gauges, door handles, seats; they all are distinctly Toyota. And of course, in an entry-level, budget segment, this is a very good thing. Nobody does sparse, functional and quality interiors quite like Toyota, and the Vibe clearly benefits.

The base is equipped with a very capable Toyota-sourced 1.8 liter four-banger with dual variable valve timing which puts out 132 horsepower and 128 lb. ft. of torque – a welcome power improvement over the previous generation Vibe. It’s especially welcome when buyers read the fuel economy numbers; getting as much as 26 in the city and 32 on the highway when equipped with a 5-speed manual transmission.

On the AWD and GT models, a Toyota-sourced 2.4 liter four-banger comes standard (optional on the base), and transfers 158 horses and 162 lb. ft. of torque to the ground. Although not as miserly on petrol, the 2.4 still sports acceptable numbers; as much as 21 in the city and 28 on the highway for the GT, with the AWD coming in at 20 and 26 respectively.

On the drivetrain front, we were miffed to learn that the AWD model only comes with a 4-speed automatic, while base and GT models, when equipped with the 2.4L, got the choice of either a 5-speed manual or 5-speed automatic with Driver Shift Control (DSC), to manually shift for optimal fuel economy and performance.

On the road, the base 1.8L engine provides adequate – if not a bit wheezy and whiny – power and acceleration. Thanks to the variable valve timing, power is linear all they way up, but once the motor even thinks about hitting redline, nanny 911 kicks in with a rev limiter, killing all further high-rev fun. Although we’re not big fans of the dash mounted shifter, the Vibe’s 5-speed manual is smooth and shift inspiring.

Handling, even on the base model, is solid for a car ranging between 2,800 (base) and 3,200 pounds (AWD). But make no mistake, even though the Vibe is a bit lower-slung than before and looks sportier, it’s still no match for cars like the Rabbit and Mazda 3. It understeers when pushed, the brakes aren’t stomptacular and it’s driver position is more upright like a minivan than down low like a sporty hatchback. Pure driving enthusiasts will opt for the Rabbit and Mazda 3 over the Vibe, but that still leaves a gigantic audience of people who put fuel economy and practicality ahead of all-out handling and engine performance.

Interior

As was mentioned, the interior on all models from the base to the GT have a distinct Toyota feel. The 2009 Vibe has been enhanced to focus more on performance, and is clearly sportier than it’s predecessor. Although we’re not big fans of silver-finished plastic due to it’s tendency to show its age quickly, the dash and door panels are tastefully styled up with the stuff. We’ll see how long owners can keep the silver finish from being scratched off, exposing the black plastic underneath.

Seats in the Vibe are quite comfortable for both long hauls and backroads jaunts, with GT models equipped with leather trim and “GT” embroidered on the seatbacks. Although the seats are leather-trimmed, unfortunately, even on the GT, the three-spoke steering wheel isn’t. It’s a woefully rubbery affair, and not very inspiring to the touch.

But where the Vibe’s interior really shines is with it’s unconventional accouterments. The Vibe is one of the few vehicles, car or truck, which offers a standard 110V, three-prong, AC outlet – but you’re dreaming if you think your days of blow-drying your hair in the house are over. A full tilt and telescoping steering wheel is quite a nice standard feature on a vehicle with a sub-$20,000 pricepoint, as is the AM/FM stereo with CD player and integrated XM Satellite Radio. But if you want a deluge of sound, then those who wish for a downpour of decibels should opt for the premium Monsoon 320-watt, 7-speaker audio system which comes standard on the GT.

What we liked most about the Vibe’s interior was the cargo area. If there’s any advantage that the Vibe has over other small crossovers or hatchbacks, this is it. With the rear seats down, the Vibe offers nearly 50 cubic feet of cargo space with super-functional, Tupperware-esque, rubber cargo floor strips to help prevent sliding and scuffing. GT models even come equipped with a front passenger seat that has a rubber back and folds flat for those oversize loads we Americans are so familiar with. The Vibe also features nifty extras like an oversized glove box, overhead console and other integrated cubbyholes. Oh, and this is an American car after all, so how can we forget one of the most important feature – Eight, count ‘em, eight cupholders. Hydrated? Yes. Ridiculous? Absolutely.

On Vibes equipped with the 2.4 liter engine, a rear cargo compartment storage organizer comes standard. Although Pontiac claims it provides an “almost unlimited number of cargo solutions thanks to a multitude of hooks and net-divided compartments”, it didn’t seem to house our oblong, bulbous and misshapen arrowhead collection very well, so we’ll have to assume that falls outside the “almost unlimited” category. However interesting, with all the hooks and nets, we couldn’t help but imagine how awesome the organizer would be for a little kid and his GI Joes. It’s looks like a mini American Gladiators obstacle course.

Exterior

Another quote from Pontiac comes in regards to the exterior design, which has “clean, purposeful shapes and a decidedly sophisticated aesthetic”. The description comes close, especially with the fully-optioned GT in red, however they left out the decidedly unsophisticated word, “sporty” – which fits the description of the GT, but not quite the base model.

All sheet metal is new, and greater rake on the windshield helps reduce drag to improve fuel economy. The three models are also distinguished by exterior cues. AWD models are equipped with roof racks to fit the outdoorsy type, GT models are equipped with larger fog lamps, rocker moldings, chromed exhaust and a lower air-intake fascia to fit the sporty type, and base models are equipped with none of these items to fit the cheapskate practical type.

All models offer a bevy of wheel options from 16-inch steelies with plastic caps to 17-inch and 18-inch blinding-bright mags with 215/45 series performance treads.

Safety

Since Pontiac set out to make the Vibe one of the segment’s safest vehicles, lets have a quick word on safety. Unlike competitors, every Vibe, from the base to the GT, comes standard with Stabilitrak – an electronic vehicle stability system, tire pressure monitoring system, dual stage front airbags, head curtain sides and side thorax bags to bring the total to six.

And of course, what would a GM product be without good old OnStar. Besides telling a mission control center somewhere in America’s heartland where you are at any given second of the day, with the push of a button, OnStar can rescue drivers from imminent danger and allow them to make and receive hands-free phone calls. Sometimes convenience and peace of mind can far outweigh the looming image of Big Brother. Or can it?

Value

With the base model starting at $15,895, the AWD starting at $19,495 and the GT making its entrance at $19,895, Pontiac has managed to keep this versatile vehicle underneath the critical entry-level $20,000 price point. Although there’s a wide variety of competitors in this segment from the Honda Fit and Scion xB to the VW Rabbit and Mazda 3, the Vibe offers something that most buyers, especially American buyers, always look for – options. This element combined with its sportiness, utility and price point make the Vibe a very competitive value.

Who Should Buy It?

People who are big on cargo but short on cash, love the plethora of choices at all-you-can-eat buffets or enjoy reading books where you get to choose a variety of endings.

Conclusion

The first-generation Vibe was an immediate success with customers who were looking for a sleek, efficient, economical and roomy utility vehicle that didn’t reek of minivan. By the end of 2007, Pontiac sold nearly 300,000 units – an impressive number for only six seasons with one generation. The 2009 model marks a clear improvement over its predecessor highlighted by a far more appealing exterior, a more functional interior, and yes, of course, options galore. But sometimes we wonder, at what point is there a diminishing return on options galore? It seems GM has figured out the formula, and is keeping it just below the threshold.

>> Do you have an opinion of the Pontiac Vibe? Submit your review of a 2009 Pontiac Vibe at CarReview.com

>> See all of the Pontiac Vibe photos in our photo gallery

>> www.pontiac.com – the official website of GM/Pontiac division

By Kurt Gensheimer

Blings:

• Raucous 361 HP 6.0 Liter V8 for under $30K
• Rear-Wheel Drive
• Active fuel-management system
• No Navigation

Dings:

• No manual tranny and no paddle shifters
• Oil and volt gauges out of a 1984 6000 STE
• No Navigation

Ruling: Chalk one up for the merits of Globalization.

The 2008 Pontiac G8 is a product of the ever-growing practice of Globalization. You know, the modern phenomenon which has given us fifteen dollar blue jeans and forty-nine dollar DVD players. The general practice works like this; pay someone overseas, usually somewhere in the far East, a pittance to build a frivilous product so we can have it shipped here to America, and consume it for an equally appalling pittance. Nevermind how long it lasts, because it’s so cheap inexpensive, that when it falls apart we can just go buy another one. It’s a relatively novel and cost-effective creation of modern technology and manufacturing, but one which has fueled a hyper-consumer society. Of course this is the downside of Globalization. But what about the upside?

Not to be confused with the moniker of the eight most powerful countries worldwide, the G8 is the first Pontiac performance sedan in more than 20 years to derive it’s rubber-melting brawn from the rear wheels. In the late 1980′s, GM abandoned rear-wheel drive architecture in North America, but its Australian brand, Holden, didn’t let it go so easily. Viewing themselves as a performance sedan brand, Holden kept rear-wheel drive cars alive down under. And in 2004, when Pontiac felt they needed to have a rear-wheel drive super coupe, they turned to good ole Globalization and gave Holden a call. The result was the ill-fated GTO, a car which was a failure only in its branding. Had it been named anything but the lofty GTO, it probably would have survived and sold many more units. The Aussie version, the Monaro, was wildly successful before it landed on American shores.

This time around, with the introduction of the G8, Pontiac has gotten it 100 percent right. Well, maybe not 100 percent, but definitely within striking distance. What’s most right about the G8 are the essentials for a luxury sports sedan – a big, powerful V8, taught, sinewy suspension, perfectly centered weight distribution and of course, rear-wheel drive. But what’s even more intriguing about the G8 is something that no other V8 luxury sports sedan can currently claim – a sub $30,000 sticker price.

Driving Impressions

The Pontiac team gave us an afternoon in the new G8, scouting out a tight and windy cruise from Santa Monica, up the Coast Highway, through the mountains to Ojai and back. It was ample time to stretch the G8′s legs and see it’s mettle. We were provided with two different G8s – a base model with the capable 256 horse 3.6L V6, and the GT, with a musclebound L76 V8, which is 6 liters large and bench presses 361 horsepower. Since we didn’t get the opportunity to try the V6, and assuming most readers only want to get the straight poop on the V8, all references hereon out will be eight cylinder-oriented.

One of the first things we noticed upon entering the G8 was the lack of a manual transmission. Both the base and GT models are only equipped with automatics. The GT features a 6-speed auto with both manu-matic and sport modes. Although not having a manual isn’t a complete deal breaker for most buyers, not having paddle shifters in the G8 as a consolation very well could be. We were surprised to not see any paddles.

In sport mode, the tranny held gears for much longer than regular D, and would even blip the throttle on downshifts. Although Sport mode was adequate for winding through the Ventura County canyons, it wasn’t a mind reader, and you literally had to take your foot off the throttle to engage an upshift, or yell at it, or both, simultaneously. Don’t even bother with regular drive on the backroads, its shifts are as languid as a narcoleptic in the hundred meter dash.

The second most noticeable element emerged in the form of a subdued V8 exhaust note. It grumbled and growled and had snazzy-looking dual, quad-tipped exhaust, but we were expecting more in the audible department. In fact, we actually preferred the throaty exhaust note on the new Buick Lucerne Super more than the G8. Could it be that Pontiac is holding back the manual tranny and rip-snorting V8 for the upcoming GXP?

Although the G8′s voice is somewhat subdued, it’s power definitely isn’t. 0-60 sprints come in less than 5.5 seconds, brakestands and burnouts are conducted with ease, and the best part of the G8′s 6 liter powerplant is it’s active fuel management system. While cruising at highway speeds, the system shuts off four cylinders, enabling the G8 to achieve up to 24 mpg on the freeway. Of course, we didn’t observe anywhere close to these numbers, as we were too busy effortlessly slamming the juice pedal through the floorboard.

The G8 features a variable ratio rack and pinion steering system coupled with four-wheel independent suspension that’s fully tuned for backroads flogging. And those who opt for the V6, fear not; the sixer is equipped with the same suspension. With two passengers in the front, the G8 has perfect 50/50 weight distribution. And on the winding road, it really shows. For a 4,100 pound sedan, the G8 is composed and inspiring. It’s hard to unsettle, and believe me, I tried with earnest. I yanked and jerked it into one after another corner, much to the chagrin of my co-pilot, Dennis. Although Dennis was most disagreeable to my technique, the G8 wasn’t. Get a little loose, and traction control did it’s thing. Turn it off, and the pitched rear-end was still easy to manage. Impressed to say the least. With it’s four-linked, strutted rear end, the G8 could give a 5-series BMW a serious run.

Interior

For the first time in memory, the G8 is a Pontiac which sports an interior that doesn’t ignite memories of bygone cheeseball Pontiac interiors. No cheap, bulbous plastics, rubbery accouterments, over-stuffed and over-bolstered seats and the de-facto parts bin Delco stereo system. No, this Pontiac sedan is of a different strain. The G8 sports a sleek and sophisticated 230-watt, 12 speaker Blaupunkt stereo system, which surprisingly is not offered with Navigation – not necessarily a bad thing for those purists who prefer navigating the old-fashioned way. The leather seats are wide for the average plus-sized Americano, but tastefully bolstered with just the right amount of stuffing. GT models also have optional red leather inserts for those who fancy the two-tone throne. The center console features slickness in the form of a nearly invisible, integrated e-brake handle and all four window controls. The three-spoke steering wheel is comfortable, if not a little bit large for a sports sedan. The dash gauges are slick, especially how the speedometer flips between MPH and KM/H.

But the one glaringly obvious mistake Pontiac made with the interior are the oil pressure and voltage gauges at the top of the center stack. They’re essentially useless and remind me of my dad’s 1984 Pontiac 6000 STE – a car with so many goofball digital whiz-bang features it made KITT himself cringe with embarrassment. Seriously though, what’s the use of these things? The voltage gauge shows one bar for the entire range of 12, so you have no idea if your voltage is 12.0 or 12.9, and what’s more, 11.0 or 11.9 – often times the difference between starting and not starting. Rev the engine, and watch the oil pressure increase one solitary bar. It’s like looking at the original version of Pong. You can’t even turn them off. A waste of valuable dashboard real estate.

Interior space is copious, even for a 6’5″ person sitting in the back seat. Although the Dodge Charger is a longer vehicle overall, the G8 boasts more interior space than the Charger. At 17.5 cubic feet, the trunk also has a ton of room, and is “wise guy” approved, as it can fit a fully grown man laying in the fetal position; even with the battery being strapped in the back for better weight distribution.

Exterior

Debadge the G8 and you’d hardly know its a Pontiac. GM is making huge strides not only with it’s interior quality and eye-pleasing design, but also externally as well. The only item on the exterior which could give away the G8 as a Pontiac is the classic, hexagonal plastic grille screens which have adorned Pontiacs since the birth of cheap plastics in the early 1980′s. But besides that giveaway, the G8 is not your typical Pontiac, especially when clad in black. It’s a stunning machine from every angle. Wide, sculpted wheelwells, tasteful fender strakes with integrated side marker lamps, hood vents reminiscent of of good old T/A Ram Air (although not functional for cooled air intake), and tasteful chrome trim accents around the door handles, grille and side windows.

From the outside, the GT and base models look very similar, but are easily differentiated by clear rear taillamps, chrome-lined door handles and dual, quad-tipped exhaust – all of which are only found on the V8 GT models. The only item of contention we had with the exterior was the huge gap which existed between the hood and grille. It was so large, in fact, that when we first noticed it, we though the hood was popped. Quite a large gap for a car which otherwise has very tight panels.

Value

This is where the G8 really comes into its own. At a price point of just under $30,000 for a V8 equipped performance sedan, and $33,000 Comstock loaded, what possible direct competitors could it have? In a word, Charger. But it’s not really even serious competition because once the road goes twisted, the G8 embarrasses the Charger. The squared-off design of the Charger is also uniquely American, whereas the G8′s angular design has a more sophisticated European feel. So then what else can we compare it to? Well, it’s got power, performance and room of a 5-series BMW at the price of a base 3-series. Obviously it doesn’t have the keen, cunning handling prowess of a 5-series, but when you consider the G8 is almost $20,000 less expensive, you gotta ask yourself how much is keen and cunning prowess worth? If nothing else, the G8 will sell many units purely based on its incredibly reasonable sticker price.

Who Should Buy It?

Fear not, nervous new car buyer. After that horrible Grand Prix experience, we know you vowed never to buy another Pontiac again, but as the saying goes “A mind is like a parachute. It only works when it’s open”. The G8 is not the Pontiac you remember, and if you can get over the brand hurdle, you’ll really take a hankering to this car – especially when you do your first smoke storm, stoplight brakestand with your in-laws sitting comfortably, albeit nervously, in the back seat.

Conclusion

For a first attempt, Pontiac has done an incredible job with the G8. They’ve taken all the redeeming qualities of the ill-fated GTO, added two doors, given it smaller shoes to fill in the name department and designed it to appeal to buyers who would never in a millennium consider a Pontiac otherwise. Although we were disappointed in the lack of manual transmission, our hopes and expectations are high that the upcoming GXP will feature a six-speed manual. Although the GXP doesn’t really need a bigger engine, it will probably get one, which we won’t argue with. We just hope that it will have a bit more grumble and growl, and lose the chintsy oil and volt dash gauges. Globalization is not all bad.

>> Do you have an opinion of the Pontiac G8? Submit your review of a 2008 Pontiac G8 at CarReview.com

>> See all of the Pontiac G8 photos in our photo gallery

>> www.pontiac.com – the official website of GM/Pontiac division