About five years ago auto manufacturers began to realize that consumers’ sets of needs did not always match up with existing product categories. What if someone wanted to image and handling of a sports car, but the carrying capacity of an SUV? Or the image of an SUV, but the carrying capacity of a minivan and the ride of a luxury car? In response to this realization, we are now seeing “crossover” vehicles that do not neatly fit into any conventional category. The Toyota Matrix is one such vehicle. (As is its twin, the Pontiac Vibe.)

The Matrix, especially in XRS form, is sort of a tall station wagon / sports car cross. It is very similar in size and interior versatility to the Chrysler PT Cruiser, but with ultra-modern rather than retro styling. It was engineered by Toyota on the new Corolla chassis and is manufactured in a GM-Toyota joint venture plant managed by Toyota in California. Pontiac sells a vehicle that differs largely in exterior styling as the Vibe. Three trim lines are offered: base, XR, and XRS. The first two differ in interior trim and standard equipment. They share a 130 horsepower engine (123 horsepower with the optional all-wheel-drive). The XRS has a 180 horsepower engine (from the Celica GT-S). All of the engines are the same size, four cylinders displacing 1.8 liters. Contrary to some reviews, though, the blocks are not the same. The higher output engine has a wider bore and shorter stroke to enable higher engine speeds. Bore and stroke aside, the key variable is how high in the RPM range each engine maintains its torque output (i.e. breathes). Both engines produce roughly the same amount of power up to about 5,000 RPM, but past that point the base engine begins to run out of steam. Unlike in the Vibe, in the Matrix the 180 horsepower engine is available with an automatic. When I tested the Vibe, I drove the performance model with a stick, so this time I drove the XR with an automatic.

Update: I have read that the XRS is no longer available with an automatic. However, Toyota's web site continues to display this configuration.

Toyota Matrix Reliability

Some things I cannot practically cover within the context of a review because of frequent changes, a large number of variables, or both. One of these is reliability information. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy a Matrix rather than something else by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Toyota Matrix reliability comparisons.

Before I can report results, I need data on all cars--not just the Matrix--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information.

For the details, and to sign up, visit www.truedelta.com.

Styling and Accommodations

I strongly prefer the styling of the Vibe to that of the Matrix, which intentionally includes a number of quirky elements. Where the Vibe is styled to look somewhat familiar and more or less conventionally attractive, Toyota clearly wanted to stir controversy with its version. I especially don’t care for the sheetmetal creases that trace a curve over each wheel opening. The pinched rear side window doesn’t do much for me, either, as it accentuates the extreme height of the bodyside. Maybe this plays with the 20-something crowd, but not with me. That said, some Matrices are uglier than others. A white base model with hubcaps in the showroom was hideous. The red XR with aero package and 17” alloys, replicating the look of a loaded XRS, looked much better. The Matrix comes standard with rocker panel moldings. With the $270 “sport plus” package the look of these is continued onto the front and rear bumper, creating an even line around the bottom edge of the body. Without this package, the “chin” of the car looks strangely weak, as the standard bumper is higher than the rocker moldings aft of the front wheel well. A no-brainer given the reasonable price.

The interior styling is a bit more conventional, though still unattractive. Likely because of the Pontiac connection, the gauges are red. They are lit all the time, even during the day. To cater to the young target audience, each gauge is surrounded by a thick chromed plastic ring and the instrument panel has a metallic look to it. Nothing especially tasteful here, though. The pair of gimmicks cannot overcome the general artlessness of the interior design. The dash seems cobbled together, with too many separate surfaces and shapes and no unifying theme.

As with the Pontiac, the seat fabric is available in light gray and dark gray. The light gray looks downright cheap. The dark gray looks much better, though it’s still nothing to rave about.

I drove a PT Cruiser the same day. At least in the all-charcoal interior of the car I drove (which might be new for 2003; older PTs I’ve seen were a two-tone taupe inside), the PT’s interior seemed both much more stylish and higher in quality.

The strong point of the Matrix’s interior is the amount of volume available inside this fairly compact vehicle. All of the seats are positioned mini-SUV high. This affords good thigh support for adults in the rear seat, a feature too often lacking in largish sedans. Headroom and legroom is adequate for two adults front and rear. Not only could my feet fit under the front seat, but I could lift my toes up and they still didn’t touch the seat’s underside. This is a fairly narrow vehicle, though, so three adults will fit in the rear only in a pinch.

Despite the high seating position, the view out the side windows isn’t especially open. The Matrix’s beltline (base of side windows) starts fairly high and rises continuously as it moves rearward. Shorter rear seat passengers (and especially kids) might feel a bit closed in as a result.

Every seat but that of the driver can be folded, opening up long and tall cargo space. Cargo space width is limited, though, as the rear wheelwells intrude nearly all the way to the rear edge. I measured the available width, and it came to 40 inches. This is two shy of the length of my double stroller when folded. The stroller will probably still fit, just not flat on the floor. The cargo area and folded seatbacks are covered with a hard plastic with raised ridges to facilitate scar-free, low effort loading and unloading. This surface is much more slippery than carpet would be, but numerous tie-downs are provided on the walls and floor to secure objects. The Matrix I drove had an optional cargo mat covering the hard surface.

One especially neat feature: a standard electrical outlet is located in the center console. So forget about converters, you can just plug in your notebook computer, hair dryer, whatever using the regular plug. Why hasn’t anyone done this before? The only other place I’ve seen this is in a fully loaded Toyota Avalon. It seems more appropriate here.

This is a Toyota, so reliability should be good. That said, a number of interior trim pieces were of dubious quality.

On the Road

When I drove the Vibe, I didn’t buy the tall sports car thing. So this time I decided to see if the Matrix worked as less ambitious, basic transportation. Sure, the XR I drove had the full sport exterior treatment, and would have looked much worse without it, but it had the 130 horse engine, so I largely gave it a pass in terms of sporty expectations.

With my expectations thus diminished, I didn’t have a problem with the acceleration of the base engine, even with the automatic. In normal driving it moved the car as well as I wanted, I didn’t feel as if I had to floor it just to get around. That said, this was largely because the transmission generally worked the engine hard without my having to prod it. I say “generally,” because the transmission was sometimes reluctant to downshift. From a dead stop, however, the transmission held up its end. In moderate acceleration, it shifted at 4500-5000 RPM. (Since the XRS engine makes similar power up to this level, I suspect that performance in normal driving is very similar.) What this translates to is lots and lots of engine noise of the moderately rough four-cylinder variety. It sounds very much the typical Japanese econobox, just pulling a bigger box. On the flip side, fuel economy should also be econoboxish, with EPA ratings of 28/33.

As with the Vibe, my main issues lie elsewhere. To begin with, the driving position is awful. The shifter is mounted on an extension of the dash. It is a couple inches too far forward, a couple inches too high, and a bit far to the right. I fixed this in the Matrix by driving the automatic. (The Matrix in the showroom was a manual, allowing me to confirm that I cannot stand the shifter location in these cars.) Even with this problem out of the way, I never felt comfortable behind the wheel; something about the wheel-seat-pedals relationship is just wrong. Maybe it’s the minivan overtones?

The seats don’t help. The cushion is small and overly soft, so that I didn’t feel properly supported. The seat’s side bolsters are reasonably prominent, but they’re too soft to do much good. To make things worse, there is no handle on the door to use as a brace—only an indentation in the armrest that is too shallow and too far rearward for this purpose. People who like a firm handhold on the door will be very unhappy here.

The Matrix has the same handling quirks as the Vibe, but they’re more excusable in its less performance-oriented guise. The steering is pretty good, with quick responses (possibly too quick for some people.) Unfortunately, the quickness of the steering is the beginning and end of the Matrix’s sporty driving persona. It leans more than I’d like, especially at the rear, and understeer is prominent. When you try to drive aggressively the vehicle sends a clear message to back off. It refuses to reward such behavior with any entertainment value. The optional 17” wheels do not significantly alter the dynamics of the chassis. Like those seat bolsters, they seem to be offered for stylistic purposes only. The chassis rides fairly well, nothing luxurious but definitely up to the compact car average. So there’s room to stiffen it up without totally killing ride quality.

While the engineers are adjusting the suspension, torque steer requires some attention. Sure, there’s not much torque to manage here, but under full throttle front end gets squirrelly, bobbing and weaving a bit.

Overall I felt I was driving a subcompact chassis carrying more car body than it could handle. The PT Cruiser was a much more substantial feeling, more composed, better handling vehicle. Maybe this is because it is a heavier vehicle. Althought the Chrysler is a couple of inches shorter (in length) and narrower than the Toyota, it weighs about 350 lbs. more, a significant amount. While the Toyota's relatively light weight is good for economy, the measures taken to obtain it result in an economy car feel. However, as long as you go in expecting the feel of a tall econobox, I guess you won't be disappointed.

Toyota Matrix Pricing and Price Comparisons

Prices, because they change frequently and can include many variables, are also handled through my site. With TrueDelta, you do not need to select trim lines or option packages to price a Matrix. It is also the only site that provides true "apples to apples" price comparisons, with adjustments for feature differences.

The two most popular comparisons (2006 models base to base, without rebates, adjusted for feature differences):

Vibe: Very close at MSRP, about $400 more at invoice

Mazda3 hatch: About $1,600 less at MSRP and $1,100 less at invoice, but only after a large feature adjustment

To quickly generate these and other comparisons with the specific features you want, visit the page for the Matrix:

http://www.truedelta.com/models/Matrix.php

Last Words

I like the concept for this car, and I'm even warming to the look when it is properly optioned, but I cannot get over what it is like to sit in and drive. I'd personally much rather have a Ford Focus or Chrysler PT Cruiser.

To learn more about my reliability research and sign up to participate in it, or to perform thorough up-to-date new car price comparisons, visit www.truedelta.com. A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

Amount Paid (US$): 20000