2009 Toyota Matrix Review

Specifications

If something’s just not working the way you want it to, there’s no use doing it over and over again the same way you’ve always done it, expecting different results. Reality is that you’ve got to wipe the slate clean and try something completely unique. That’s what Toyota did when it scrapped the Corolla Wagon and introduced the Matrix, which is more or less a Corolla Wagon with an edgier look and cooler name, and a completely different mission.

The mission was to pull in the younger, hipper clientele than the Corolla nameplate just couldn’t attract in great numbers, and in every respect it has been mission accomplished. The Matrix has sold extremely well, and for good reason. It was an accommodating wagon that leaned into crossover territory when all-wheel drive was on the menu (read on for word on the return of this all-weather feature), looking tough and rugged yet sporty, with enough eccentric charm to woo even the most ardent nonconformists … something its chassis companion hasn’t had much luck accomplishing.

For 2009 Toyota went back to the drawing board and reinvented this popular compact five-door, once again dubbing it Matrix (unlike some domestic brands, Toyota never gives up a good name). Everyone will recognize its heritage, but most will immediately see that it’s an entirely new entity. Its raked front end design is anything but Toyota corporate, which is refreshing from a company that tends to style most of its cars around a family design language (FJ Cruiser aside). Its hood lays low and lean, stretching down for a thin, horizontal grille opening that reaches upwards overtop the hood in strongly sculpted bulges that stretch up and over the A-pillars, and sideways down below with cut-lines that bisect each headlight cluster. The front fascia of the top-line XRS model (or the XR with the Sport package) is menacing in appearance, reaching deep down for an aggressive air dam, blackened at the middle where an engine vent scoops air into the radiator. Twin fog lamps are ensconced in black mesh plastic at each corner for a racy look. A similar look greets those sneaking up from behind, the highlight being a black diffuser-like lower valance framing a chrome-tipped exhaust pipe at the rightmost side. A rear hatch spoiler, optional on other models, caps off the sporty look.

And if you think the exterior design is unorthodox, wait until you see inside. The outgoing Matrix was a welcome combination of sporty instrumentation and high-quality luxury, at least for the compact segment. When the Pontiac version arrived on the scene I titled it the best interior GM had in its entire multi-brand lineup (much has changed with the General since this time), and the new Matrix, which once again shares its interior (and just about everything else save exterior sheet metal) with the Vibe is every bit as good as the old one, and better in a number of ways. First of all, its gauge cluster, which was the highlight of the old car, is even more of an eye-popper than before. Gone are the three circular dials, replaced by an asymmetrical grouping of two rounded and one oval instrument, the latter laid horizontally and cutting into the center dial in a most unusual fashion. Fashion, mind you, is what this is all about, and I have to admit to liking what Toyota has come up with. It’s all very functional too, which is the only way I could seriously give it the thumbs up.

In front of that instrument cluster is a new three-spoke steering wheel, leather covered in the XRS model. Those spokes get audio controls and hands-free Bluetooth capability in top-tier trim too, plus the shift knob is leather covered to match the steering wheel.

Once again, the unique gauge package is complemented by an equally eccentric center stack, this time shaped like a large aluminum-faced obtuse polygon. The radio is where it should be, right at the top, and the three-dial HVAC system resides just below in proper order, followed by the shifter, not only in the appropriate position but, like the old car raised somewhat, giving the Matrix the feel of a rally car rather than just an interurban wagon. All-round the look is fresh and modern with just enough conformity to make getting used to it a non-issue; important on the showroom floor. I especially like the four large vents, critical for airflow. They’re actually larger than the vents they replace, and connect through to a new more efficient air conditioning system in XR, XRS and AWD guise, reducing power consumption and enhancing the car’s ability to heat up and cool down quickly.

A tall wagon already, the new Matrix is now slightly higher than the car it replaces. This means that there’s more space inside, and Toyota chose to modify things further by dropping the seat height to increase headroom and give it more of a car-like feel than the mini-crossover appeal it once had. Overall passenger volume is up from 96 cubic feet to 114 cubic feet, although it probably won’t be immediately noticeable unless you’re a Matrix owner. Toyota also expanded the rear-seat reach for and aft, allowing for greater legroom when needed. A middle headrest has been added for the fifth occupant, which is good because the engineers went to a great deal of trouble reworking the exhaust system to flatten the center ridge on the floor of front-wheel drive models, improving three-abreast seating.

Getting specific, at 171.8 inches total the 2009 Matrix is 0.6 inches longer than the outgoing car, unless specifying an XRS model that gets an additional 1.2 inches over the 2007 model, although its wheelbase is identical at 102.3 inches. Oddly the new car is 0.4 inches narrower at 69.5 inches, while the height grows 0.8 inches in XRS and AWD guise, at 61.4 inches, and reaches up only 0.4 inches more in base and XR trim at 61.0 inches. Ground clearance is 5.8 inches with Base models and 5.3 inches in XR, XRS and AWD trim, so an off-roader it’s not.

For convenience’ sake, Toyota added a movable and removable cupholder console section between the front seats that can be used as a tray when the divider is removed. Oh, and I almost forget that there’s still a 115-volt household socket for plugging in laptops and other items that don’t come with a conventional car charger, but this time with a third prong so that plugs with a ground (which is most of them when laptops are concerned) can be inserted. Smart thinking.

The Matrix continues to be an ideal cargo hauler too, highlighted by a large, wide opening in back and a load floor made of hard, durable plastic, easy for cleaning and appearing as if it could last through the next millennia. The old Matrix’ rail system has been swapped for a more conventional tie down setup, as it was an expense Toyota says Matrix owners simply weren’t making use of. The car will hold 53.0 cubic feet of luggage with the rear seats upright, and with both folded flat it’s good for 61.5 cubic feet. A front passenger seat that folds forward on XR and XRS models maximizes cargo space if hauling a really long item, like a small ladder.

Matrix Base and AWD (yes, all-wheel drive is back!) models are powered by a Yamaha-built 1.8-liter inline-four with Dual VVT-i (Variable Valve Timing with intelligence) on both the intake and exhaust camshafts, improving fuel efficiency while adding performance to the tune of 132 horsepower at 6,000 rpm and 128 lb-ft of torque at 4,400 rpm; up from the old 1.8-liter engine’s 126-hp and 122 lb-ft of torque (Yamaha builds engines for Lexus too, so Matrix fans shouldn’t be worried about buying into something that isn’t 100-percent Toyota). And incidentally, that’s more power and torque without sacrificing fuel economy, a strong point.

The high-performance XRS nameplate will make a return for 2009 too, but will be completely different from the XRS models that came before. Instead of the potent albeit manic 1.8-liter engine derived from the old Celica GT-S, the new generation XRS cars will get a more relaxed, torque-rich 2.4-liter inline-four with 158 horsepower at 6,000 rpm and 162 lb-ft of torque at 4,000 rpm. This engine isn’t exclusive to the XRS, mind you, as it’s also standard with XR and AWD Matrix models … and if you remember, opting for AWD in previous years hampered the slightly heavier car with the lowest engine output.

On the short test track next to the sole factory that builds these cars in Cambridge, Ontario, Canada, I had opportunity to test the car in Base and XRS trim. I was especially impressed by how the entry-level Matrix moved along despite the less powerful engine. The outgoing Matrix is somewhat underpowered by competitive standards, unless optioned out with XRS trim in its early years. Of course, there are still higher-output cars than the base 2008 version in the compact class (in fact most still offer more oomph), but engine performance has never been much of an issue for compact Toyota buyers. And most who want more get-up-and-go will probably just upgrade to an XR, AWD or XRS anyway. Granted, the optional engine is not as sport-oriented as the frenetic original XRS, but it’s much better suited to the optional five-speed automatic. I only had a manual to test, but my guess is that the all-new five-speed … yes, that’s a five-speed over the previous four … makes a big difference in acceleration and fuel economy. The four-speed automatic is still available though, but only in Base and AWD models, with XR and XRS cars getting the extra cog. And by the way, all models come standard with a smooth-shifting five-speed manual.

Off the line the base car felt best with the manual, which should be no surprise as it allows more control over engine revs and makes for quicker shifting if you’re on your game (I didn’t actually have a four-speed automatic-equipped Matrix to test, but Toyota provided a couple of new Corollas for testing too, and one of these was so equipped … more on these later). Most importantly the manual doesn’t sap engine power and add drag, the biggest reason why some manufacturers (Nissan in particular) are turning away from conventional automatics with their efficiency robbing torque converters, for simple CVTs (Continuously Variable Transmissions). Just the same, most buyers prefer the feel of a traditional automatic, so Toyota, at least for the short term, will probably fair better than Nissan will in this respect. The wee bit of extra power and torque from the base engine is noticeable, and should be adequate to keep Matrix buyers loyal if the drivetrain’s stellar fuel economy isn’t enough.

Toyota is hoping that its reformatted XRS will be what sport-oriented five-door buyers are looking for, and believe me when I tell you that it’s a really fun car to drive. Still, with about an 8 second sprint to 60 mph the Matrix XRS won’t snap your neck back like some in the compact segment. Oddly, when opting for a Corolla XRS you’ll get a standard six-speed manual gearbox … what gives Toyota? Why just a five-speed manual for Matrix XRS buyers?

Truth be told, neither car really needs the six-speed thanks to the engine’s strong torque, something I quickly grew to appreciate when on the test track. Down its straights and around its corners the Matrix also felt secure and well planted, although I must admit that opportunities for serious testing were limited. Out of the “pit” area the track mimicked a two lane highway, allowing us to reach highway velocity before entering a braking zone where we were told to scrub off speed quickly upon entering a banked left corner that was more like a tight roundabout. After doing a 180-degree turn we went back out on the straight, reaching about 75 mph at which point we entered another braking zone that set up a more complex banked corner which first caused a slight right and then a longer sweeping left with a gradual downward grade, before kinking to the right and leading back onto the straight. Sure, it wasn’t Road Atlanta, but being amongst the first to ever drive this car was a great privilege even if the test was limited to a few finite laps in just two models. It was enough, nevertheless, to give me a feel for what the new Matrix will be like on the open road, and I think that most will be very pleased with what Toyota is offering here.

The XRS is obviously the most capable in the curves, partially due to its large diameter twin five-spoke 18-inch alloy wheels, but mostly because it now comes with an independent double-wishbone rear suspension in place of the torsion beam setup used on all but the AWD model that needs the independent system for the rear differential to be adapted to the package. That AWD model offers 17-inch five-spoke rims too, which are a bit grippier than the base model and XR that feature 205/55R16 tires over 16-inch steel wheels with plastic covers. And while the smallest of the three choices, these are still large for this class.

Behind those wheels is a standard set of four disc brakes on all Matrix models, which is impressive because the old model had rear drums in base form (as do many others in this class). What’s more, ABS is also standard! That’s what we like to see from carmakers, being that ABS has proven to save lives and give drivers greater confidence behind the wheel. Toyota will offer Vehicle Stability Control (VSC) with TRAC (traction control) as optional equipment with XR and AWD models, and make these critically important safety features standard in XRS trim. VSC, incidentally, will automatically adjust engine output and augment the car’s braking force at each wheel if the Matrix loses traction while cornering, otherwise sending it into a spin.

Passive safety features include the requisite dual-stage front airbags, while front seat-mounted side airbags and two-row side curtain airbags with front active headrests are also standard.

Now that we’re talking features, base Matrix models get new power heated outside rearview mirrors, power steering, a tilt and telescopic steering column, daytime running lights, a heavy duty rear window defogger, a rear window wiper/washer, that 115-volt power outlet I mentioned earlier and a more common 12-volt plug too, an auxiliary audio input jack for an MP3 player or iPod, a front center console box and an engine immobilizer.

Bump up to the XR, AWD or XRS models and you’ll get standard power door locks and power windows with the one-touch down feature on the driver’s side, plus cruise control, the aforementioned fold-flat front passenger seat, remote keyless entry with a hatch release, and a six-speaker AM/FM/CD audio system with MP3/WMA capability.

Top-line XRS models come standard with P215/45ZR18 tires to go on those 18-inch alloy wheels, a sport strut tower brace to stiffen the front end and enhance handling, the fog lamps I described earlier, the VSC with TRAC safety system I told you about a minute ago, that also comes with a defeat (off) switch, a power sliding and tilting glass sunroof, front and rear underbody spoilers, hands-free Bluetooth connectivity, and a premium JBL audio system with AM/FM stereo, in-dash 6-disc CD changer, MP3/WMA capability and seven speakers … and it’s a great sounding system.

If that’s not enough, a long list of options can be had including various alloy wheels, cruise control, power door locks, power windows and remote keyless entry for base models.

So far Toyota has produced more than 460,000 of these little wagons, three quarters of which have been sold to us Americans; yes, we love our practical compacts. Will the new model be as popular? It only makes sense, with the world and especially our market turning to smaller more efficient cars that Matrix sales will grow over the next five years, meaning that Toyota could even sell more of these than it has previously. Of course, like every other successful segment there are now some serious competitors giving the Matrix a run for its money, with even more entering the market every year. Some of its toughest rivals include Pontiac’s Vibe, of course, plus Dodge’s Caliber, Honda’s new Fit, Jeep’s Compass and Patriot, Kia’s Spectra5, Mazda’s 3 5-Door, the new Mini Cooper Clubman, Saturn’s slick five-door Astra, Suzuki’s SX4 Crossover and Volkswagen’s Rabbit. While some of these don’t offer the cargo capacity of the Matrix and others don’t deliver the performance, they’re nevertheless competitors. Oddly, Nissan offer nothing in this market and Ford has dropped its once popular Focus wagon. Subaru still has a five-door Impreza, but its raked rear hatch isn’t as functional as the old wagon design so it won’t be as appealing to those who prize functionality over style (and that last point will certainly be up to personal taste when it comes to the Impreza). Speaking of style, Mitsubishi has shown concepts of its updated Lancer Sportback, which will be formidable competition when it arrives, but like many rivals it now relies on compact crossover SUVs to fill the need of young families and active individuals. Hyundai will also be releasing a station wagon version of the Elantra as of next year. Toyota, ironically, has nothing to fill this compact crossover category due to its RAV4 becoming more midsize in recent years. No doubt it will fill this void soon.

Until then, compact five-door buyers should be happier with Toyota’s reinvented Matrix, and buy them up in record numbers. Pricing has yet to be announced, but you can bet it’ll be just as competitive as the old model. While we can expect a slight price hike due to an increase in standard content. We won’t have long to wait in order to find out, as the new Matrix, despite being designated a 2009 model, will be on sale across the country in February. I look forward to trying it out in the real world.