2009 Toyota Matrix: Practicality makes it winner

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Toyota’s Matrix was redesigned for 2009, and it’s hardly a looker, with an exterior that has numerous bulges and awkward D-pillars.

Peter Bleakney

SPECIAL TO THE STAR

Toyota has become the largest auto manufacturer in the world largely because it builds cars that are, well, unexciting. Functional, efficient and reliable as the sunrise? Absolutely. Run-away-with-me-to-Vegas seductive? Not so much.

This is not a bad thing. Apparently, most shoppers are looking for the automotive equivalent of comfort food for their daily driver, and in this respect, Toyota delivers the goods.

Take the base 2009 Toyota Matrix "sporty crossover vehicle" with auto and air conditioning. With an as-tested price of $19,460, this Cambridge-built hatchback checks all the correct entry-level boxes.

But I'll be honest – when I picked it up I wasn't exactly enamoured.

First off, it's hardly a looker. The redesigned 2009 Matrix (which has been on sale since January 2008 and hasn't changed substantially for 2010) looks a bit ungainly to my eyes, with its numerous tumorous bulges and awkward D-pillars. The cheapo hubcaps and steel wheels of this base model didn't help matters.

Entering the 401, I hammered it to merge with the traffic flow. It didn't hammer back. The Matrix's base engine is a 1.8-litre Dual VVT-i four that makes 132 hp at 6000 r.p.m. and a modest 128 lb.-ft. of torque at a high 4400 r.p.m. The term ``grunt'' is not a part of this car's lexicon.

Additionally, the optional $1,010 auto box for this base Matrix is a four-speed unit with a tall fourth gear. Kicking down to third gear had the four-banger revving wildly, but didn't produce a whole lot of forward motion.

It's going to be a long week, I thought.

But after a couple of days buzzing around in this hatch, my cold shoulder was showing signs of warmth.

The new-for-2009 front seats were always comfortable and supportive. Couldn't say that for the Honda Fit I'd just tested. The crisply back-lit Optitron gauges were highly visible in all light conditions. Not so for Fit. The ride was compliant and soaked up imperfections in a refined manner. Sorry Fit. Plus the electric steering had reasonable weight and a bit of feel. Hmmmm. The Fit's nervously numb rack was one of my biggest gripes.

Like the exterior, the cabin adopts many sweeps and curves. It's a bit heavy-handed and plasticky, but on the plus side of the ledger it seems well made with tight tolerances, and features big, easy-to-use controls for audio and HVAC. The steering wheel tilts and telescopes, and the standard four-speaker audio with aux-input sounds surprisingly good. The outside temp display is a nice touch, too.

Standard with the base Matrix, which starts at $15,975 (crank your own windows and lock all your doors, thanks), are four disc brakes with ABS, electronic brake differential and brake assist, six airbags (front, side and side curtain) and active front head restraints.

This tester had the optional "B" Package ($2,475) which adds air conditioning with a cabin air filter, power windows with driver's side auto-down function, power door locks with keyless entry and hatch release, and tire pressure monitoring system.

On my first fill-up, after mostly highway kilometres and a gentle foot on the throttle, I calculated a very impressive 6.3 L/100 km (44.5 m.p.g.). Wow. I was really liking this car now. By the end of the week, with increased stop-and-go driving, it worked out to a more representative, but still frugal 7.2 L/100 km (39.2 m.p.g.). In comparison, the Honda Fit sipped fuel at 6.5 L/100 km (43.4 m.p.g.).

The previous generation Matrix (2002 to 2008) is a bit of a cult car among my many musician friends. A hatch that is cheap to buy, cheap to run and can easily haul a drum kit, double bass or PA system is a godsend.

This 2009 model, which starts more than $1,000 less than the 2008 base model, should continue that tradition, although this new edition has a small lip at the base of the hatch opening, unlike the older model. There is also slightly less overall cargo space here with the 60/40 rear seatbacks folded down: 1,360 litres vs. 1,506 litres

Nonetheless, the hard plastic load area makes sliding in bulky objects a breeze.

Toyota likes to trumpet the Matrix's sporting demeanour, but this base model doesn't push any of those buttons. Handling is competent, but hardly involving, and the 1.8-litre engine is a tad anemic.

But by the end of my test week, I was fully in base Matrix mode. It performed every duty with flawless efficiency, and the sense of solidity and quality cannot be discounted.

Getting back to that comfort-food analogy, I liken this base Matrix to a crock pot. It may not be pretty or fast off the mark, but it delivers all the goods in its own time, and darned if you can't put a lot of stuff in it.

Freelance auto writer Peter Bleakney can be reached at pebleakney@sympatico.ca

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