The announcement that the once-proud Pontiac division will be shuttered by the end of 2010 will also affect Toyota. That’s because the Matrix and Pontiac Vibe are essentially the same vehicles. The Vibe shares the same platform, drivetrain and internals as the Toyota Matrix and is assembled in the same facility. So the Matrix is losing a brother of sorts.
I recently tested a 2009 Matrix S, which is a step above the base and one below the top XRS model.
Toyota would like you to think of the Matrix as a youth-oriented machine, but the facts are that a majority of Corolla/Matrix buyers are in the 45-plus age group. I included the Corolla nameplate because the car is officially called the Toyota Corolla Matrix and Matrix sales are lumped in with those of the Corolla line.
Toyota puts a clever spin on the Matrix by trying to pass it off as a crossover vehicle – it isn’t one. The Matrix is a four-door hatchback the same as a four-door VW Golf, Mazda 3 five-door, Nissan Versa and Subaru Impreza. Yes, there is an all-wheel drive version but that alone does not earn crossover status. Certainly you can argue about performance levels or cite size variations and pricing, but a hatch is a hatch is a hatch.
Toyota did redesign the 2009 Matrix so it looks a little less wagonlike, and if you squint real hard you can see some of the coupe influence Toyota indicates it has worked in.
OK, we’ve untangled all of the connections, intentions and mentions – so what’s this car like?
The Matrix comes with a choice of a super thrifty 1.8-liter four-cylinder and re-engineered 2.4-liter four-cylinder. My Matrix S came with the 2.4-liter engine. The engine was reworked to reduce friction and increase output to make sure you’re getting the full 158 horsepower at 6,000 rpm and 162 pound-feet of torque at 4,000 rpm.
A five-speed automatic transmission came standard on my test car. With the automatic and 2.4 engine combination, the Environmental Protection Agency-estimated fuel economy checks in at 21 city and 29 highway.
On the road the Matrix doesn’t quite live up to its “sported up” exterior design. Let’s start with the five-speed transmission. It doesn’t maximize power distribution very well and downshifted too much.
As for the chassis, Toyota tightened things for 2009 with a stiff, rigid body structure that relies on high tensile-strength steels, gussets and cross members for its strength, rigidity and light weight. The front suspension consists of a compact, rigid L-arm-type MacPherson strut with a stabilizer bar. All 2.4-liter models get a fully independent double wishbone rear suspension system with coil-over shocks.
Zipping through the corners the Matrix felt heavy and less nimble than its trim, ground-hugging design would suggest. This was with the optional vehicle stability control system. The optional traction control that is part of this system performed well. While the ride lacked a performance feel, it was not bad – just nothing to get excited about. Also watch the potholes, even the small ones, as they tend to unsettle the Matrix a little more than they should.
Acceleration is average, and the electric power steering felt disconnected with zero road feel –very disappointing. I really wasn’t surprised by the steering because virtually every car I’ve tested with electric steering exhibits the same numb feeling.
As for direct connection to the road, my test car came with standard 16-inch wheels (17- and 18-inchers are optional) mounted on p205/55 R16 tires. Behind the scenes the braking chores are covered by 11.7-inch vented discs in front and 11-inch solid discs in the rear.
Overall the ride was compliant, and for everyday commutes the Matrix should satisfy 80 percent of owners’ expectations. In the brief drives I’ve done with XRS versions, the sport factor did not increase much either.
Moving inside, the interior is all about convenience and packaging. Don’t expect any more space inside this year. However, there are new sport seats equipped with standard seat-mounted side airbags. Also, an expanded front-to-back console distance opens up rear seat room. It’s still tight for three adults in back, but two can squeeze in. The front passenger seat folded forward on my S test car, which will help handle long items.
I liked all the storage spaces sprinkled throughout the interior, including the required front and rear door pockets and for the “big gulpers” out there the cup holders in the door will accommodate 20-ounce plastic bottles and larger drinks if you get the right style of cup. In the rear cargo area are four side panel shopping bag hooks and four D-rings in the floor for luggage tie-down. A gotta-have folding tonneau cover is standard.
The Matrix comes fairly well equipped for a base model: power color-keyed outside rearview mirrors, tilt and telescopic steering wheel, daytime running lights, heavy-duty rear window defogger, intermittent windshield wipers, 12-volt power outlet, four cup holders, front center console box and an engine immobilizer.
My S model tester added power door locks and windows with one-touch down on the driver’s side, 115-volt in-dash power outlet, cruise control, intermittent rear window wiper, fold-flat front passenger seat, remote keyless entry, AM/FM/CD with MP3 capability and six speakers, front and rear underbody spoilers and fog lamps.
The Matrix is a solid car with some handy features, but I would have preferred a bit more sport in the line, and the 21 mg city/29 mpg highway fuel economy numbers are a little low.
Still, with a base price of $19,550 the Matrix offers a lot. My test car added a stereo upgrade, all-weather heated mirror, extra heat duct package, the VSC system and mat package to end up at $21,654.
While the Matrix may mourn the loss of a family member, the Vibe could provide some strong competition down the road as Pontiac dealers will be looking to clear the lots of what is essentially the same car.
