2009 Toyota Matrix Review

Specifications

Mixed in there with the Civic, the Dodge Caravan and, of course, the Corolla, we Americans seem to have a liking for the Toyota Matrix. The Canadian-built small albeit tall wagon, which spawned its Californian-built mechanical twin, the Pontiac Vibe, is a tremendously popular choice.

From the start, the Matrix targeted the younger buyer, your average guy or girl between the ages of 20 and 35, but the types that aren’t quite ready to have kids. The thing is, whether Toyota realized it or not, the Matrix had much broader appeal. It doesn’t take much searching to find Matrix owners of all ages and walks of life; its practicality and affordable pricing give it universal appeal. This hasn’t stopped Toyota from adding a bit of extra visual kick to the new 2009 model, which is just showing up in showrooms now. Slightly longer, slightly lower and wider, the revised Matrix loses some of its height, making it look leaner and sportier, particularly with models wearing the body kit and larger alloy wheels. Toyota calls it “400 meter” styling, which means you’d be able to recognize it if you were standing at the other end of a quarter mile drag strip. Like it or not, there’s no arguing about its distinctiveness.

For the bulk of its life in the previous generation, the Matrix was offered in a wide spread of models, from plain Jane, to grippy 4WD and sizzling XRS. From 2007 on, however, Toyota dropped the 4WD and XRS models, but that didn’t seem to stop people from snapping up every regular FWD model it could pump out of its Cambridge, Ontario product facility. Now that there’s a new Matrix on sale, mind you, these alternative trim levels have made a welcome return.

Along the way Toyota has made some fairly significant improvements to the Matrix AWD (not 4WD as it was previously called) package, as a whole. Unlike the old model, which just added all wheel drive to the base engine, reducing its power output in actuality, this new model offers mechanical improvements. Instead of the base 132 horsepower 1.8-liter inline-four, you get the XRS’ bigger 2.4-liter engine. The all wheel drive system uses the same transfer case as the Toyota RAV4, so you know that it’s up to the task in dividing the power between the axles. Rounding out the powertrain is a four-speed automatic, which is a step backwards from all other 2.4-liter equipped Matrices which feature a five-speed automatic. On paper this looks to be an identical drivetrain to that in the base 4WD-equipped RAV4. Another byproduct of selecting AWD is that the rear suspension moves up from being a torsion beam setup to a fully-independent multi-link layout in order to accommodate the rear differential.

The application of the Camry’s four-cylinder engine is a very good thing. Critics may have chastised Toyota in selecting this engine for the new XRS powerplant, which squelched the XRS’ fiery temper, but in this less sporty all wheel drive model I have no complaints. For starters, it has enough power to move the heavier car without problem, which wouldn’t be the case with the 1.8. Between the old and the new Matrix, the car has gained 176 pounds, and with AWD added it’s an extra 176 pounds heavier on top of that. Serving duty in the midsize Camry, Toyota’s bigger four is quite refined, and because there’s a lot of torque available low down in the rev range the four-speed auto doesn’t jump or hunt for gears. The only penalty you pay by opting for AWD is 1 mpg in the city and 3 mpg on the highway, which isn’t bad at all. One slight downside - if you could call it that - is that the transfer case extends into the front passenger’s footwell. It doesn’t compromise legroom, though.

Beneath its more youthful skin is a car that has matured. What you’ll find is that the new Matrix rides a little more firmly than before, but otherwise it feels much more grown up, with the independent rear suspension offering improved bump isolation. Wind and road noise are at much lower levels too, and the engine noise is more or less absent except when the transmission kicks down a gear and kicks up the revs during wide open throttle. As a daily driver, the new Matrix is a more pleasing machine than the old one. All Matrices feature electric power steering, which reduces drain on the drivetrain and therefore improves fuel economy, but it feels a bit artificial without a whole lot of response. It delivers a nice weight, though, and is accurate. The brakes, by contrast, are strong and offer excellent feel. They’re four-wheel discs with ABS and brake force distribution, standard right across the range. Traction control is an option on the S AWD, although with the AWD system’s grip you’re unlikely to need it. Stability control, another useful electronic aid, is also optional. Six airbags including side curtain bags come standard across the Matrix line too, a major plus.

I’ve always liked the layout of the Matrix’s interior with its higher-set driver’s seat and console-mounted shifter, but the one thing that always killed it for me was how that driver’s seat felt. It was too firm and padded in all the wrong places for my body type, which made it uncomfortable after just fifteen minutes. It’s therefore difficult for me to emphasize how much more comfortable the Matrix’s new buckets are. They’re also nicely supportive with chunky bolsters, though I question the somewhat cheap-feeling fabric that seems like it has just a touch too much nylon in its material blend. No doubt, if this is true, it will wear extremely well. Although the upright dash layout has been kept, the new Matrix feels different; the window line has been brought up, giving the impression that you’re sitting much lower than before - sort of as if you’re sitting in a bathtub. It’s also kind of tough to get out of this bathtub as easily now however, as the seat doesn’t sit as high, although a comfy position can easily be found thanks to a tilting and telescoping steering wheel.

Elsewhere the Matrix is nicely solid with some funky touches, such as sleek-looking, ultra-thin door handles, and the gauges consist of two circular pods and an unusual ovoid dial that houses the readouts for fuel and temperature. The rear bench is also more comfortable; legroom isn’t any more generous than the outgoing model. Build quality is the usual Toyota norm, and opting for the Sport package fits the Matrix AWD with underbody spoilers front and rear, plus integrated front fog lamps. There’s a lot more glitz compared to the old car too, in the form of silver trim, chrome-ringed vents, and slick looking metal door sill plates.

In terms of practicality, the Matrix actually loses a couple of cool features the previous model had. For instance, the rear hatch is now one single piece, which means you have to open the whole hatch to load your cargo; in the old model the glass portion could be opened separately. Also missing is the clever adjustable cleat system for tying down cargo, which has been replaced by standard fixed cleats. The rear seatbacks get the standard 40/60 split, and a flat-folding front passenger’s seat is also included. It’s useful for carrying long objects or for a place to rest your laptop while charging on the standard 115-volt household socket. Or for that matter you can let a buddy kick back and relax while using it as an on-board ottoman. There is quite a lot more cargo volume in the new car when the rear seats have been folded down, at 61.5 cubic feet compared to the old car’s 53.2 cubic feet, although strangely, despite being physically larger, there is less space with the rear seats in place, at 19.8 cubic feet vs. 21.8 cubic feet respectively. Nevertheless, it’s still a very useful and practical five-door no matter how you load it up. The bay itself is covered in wipe-down plastics, so there’s no fear of hauling items that might soil carpets, while several rubber strips keep things from shifting around.

So where does the new Matrix fit into an ever-changing compact market? Well, there are plenty of excellent hatchbacks currently on the market, including the Saturn Astra, Mazda3 and VW Rabbit, just to name a few, and in that field the Matrix is a respectable choice, and if all wheel drive is a must Toyota once again has a contender. And there aren’t many choices when it comes to small AWD cars, with the Suzuki SX4, the Dodge Caliber R/T AWD, and, of course, the new Subaru Impreza 5-Door filling out the field. Out of this bunch the Matrix makes a strong case thanks to the interior room, refinement, content and safety features that most in this segment really want, at a very reasonable price that starts at $20,400 and maxes out at $24,170, as seen here. The return of AWD to the Matrix lineup is a step in the right direction for Toyota, reducing the risk of losing the car’s footing in the segment.