Toyota, notwithstanding its own mid-’90s RAV4, insists the Matrix "started the crossover utility vehicle trend" when it was introduced for 2003.
Built on the Corolla platform, it is sometimes referred to as the Toyota Corolla Matrix to help pump up Corolla sales figures, and since the grand total in 2006 was about 340,000, that seemed to work. Toyota also hoped the Matrix would help attract younger customers, but no luck there: The median age of the Matrix buyer is 52, and for the Corolla proper, 47.
Still, some 50,000 Matrixes a year is 50,000 a year, so the second-gen 2009 Matrix, a mechanical twin to the Pontiac Vibe, is trÃ¨s familiar.
Matrix fans will be pleased to hear that the AWD version and the performance-oriented XRS, dumped for 2007, are back. Other models are the Standard and the S. There is, incidentally, a 2008 Matrix, but production ended in December 2007.
The base engine remains a 1.8-liter four-cylinder that now has variable valve timing on both the intake and exhaust. Horsepower is 132, up six from ’08. For the first time, a bigger engine is offered—the 158-hp, 2.4-liter four-cylinder from the Scion xB, although it still has six fewer horses than the last XRS. All but the AWD get a five-speed manual. A four-speed automatic is offered on the Standard; the mid-level S and the XRS get five-speeds, although the S all-wheel-drive model only gets a four-speed. As before, the all-wheel-drive Matrix S is not remotely a sport model, so don’t get your hopes up.
The ’09 Matrix has the same 102.4-inch wheelbase as the ’08 model, but the length has increased a bit, and the senior senator from Idaho may appreciate the slightly wider stance of the ’09. The modest growth and the usual stiffening add up to a weight gain of about 200 pounds.
We drove multiple Matrixes and found that the 2.4-liter’s extra torque—162 pound-feet compared with the 1.8-liter’s 128—helps move the extra pork. Besides the 2.4, the XRS has the reasonably smooth five-speed manual, stiffer suspension tuning, a strut-tower brace, and 215/45R-18 radials on alloy wheels.
The XRS also has a new independent rear suspension, and we’d like to say that makes a big difference, but it doesn’t. The Matrix’s electric power steering felt slightly different on every model, ranging from numb to very numb.
Handling was reasonably crisp, the ride smooth except when the low-profile tires dived into a pothole. Toyota’s 0-to-60-mph estimate of 8.1 seconds seems a little on the slow side, especially since we tested the original XRS at 7.5 seconds [June 2002].
Otherwise, the Matrix is well screwed together, has a roomy, makes-sense interior and very nice instruments and controls, and, with the optional navigation system, is fairly upmarket. Toyota won’t talk price, but we’d wild-guess that a Matrix Standard will start at about $16,500 and a loaded XRS will certainly top $21,000.
New but familiar: That seems to work for this company, even if we’d like a little more. Look for the ’09 Matrix in early 2008.
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2009 Toyota Matrix S AWD review: 2009 Toyota Matrix S AWD
Editors' note: Toyota issued a recall for vehicles of this model and year on January 21, 2010 to replace the accelerator pedal mechanism, which has been known to get stuck, causing unintended acceleration. For the latest recall information, please visit the Toyota Web site.
When Toyota launched the Matrix in 2002, the advertising emphasized its technology features, including navigation and an AC outlet, rare features for a car in this price bracket at that time. Since then, other inexpensive cars, such as the Mitsubishi Lancer and Honda Civic Si, offer advanced tech options, but the 2009 Toyota Matrix keeps up with the pack, updating its technology to include Bluetooth cell phone integration.
The funky shape of the Matrix also heralded Toyota's signature funky brand, Scion. The Matrix retains the odd body style, along with all the practical interior space that body design affords. Our test car was the middle S trim model with all-wheel drive. The car is also available in a base model and XRS top trim model. The S trim is the only version that Toyota lets you combine with an all-wheel-drive system, which also forces the choice of the larger 2.4-liter four-cylinder engine and four-speed automatic.
Test the tech: Matrix recharge
Our test car was sadly lacking in tech options, only having the base stereo, with no navigation or Bluetooth. So we put its 110 volt AC outlet to the test. We got an HP Pavilion DV1000 laptop and a Cowon A3 media player, and drained the batteries down to nothing. Then we took them down to the car and, using a power strip, plugged them both into the Matrix's AC power outlet.
We recharge a couple of devices with the car's AC power outlet.
You have to push a button to turn on the juice, as the AC outlet isn't on by default, and the car has to be running. We left the car idling and the AC outlet live for 30 minutes while we went to lunch. When we got back, we looked at the power meters on the HP Pavilion and the Cowon A3. The laptop showed a 60 percent charge on the battery, while the media player was all the way up at 75 percent. We were impressed, as these charge levels were equivalent to what the devices would have shown if they were plugged into a wall outlet.
In the cabin
The interior of the 2009 Toyota Matrix feels well built, and the materials are on a par with cars in the $20,000 range. There wasn't much to signify that the Matrix is a tech car. The instrument cluster has a small, paper white LCD that shows odometer information and the current drive mode from the automatic transmission. We were hoping for more advanced trip computer information, such as range to empty and current fuel economy.
The base stereo shows track information from MP3s on its radio display.
Beyond the AC power outlet, the only gadget in our car was the stereo, and it was the base model for the Matrix. This stereo offers a single disc slot that can play MP3 and WMA CDs. XM satellite radio is an option, and there is an auxiliary audio input at the bottom of the center stack. Although the radio display shows track information from MP3 and WMA CDs, navigating through music is rudimentary. The system just lets you skip up or down through folders or tracks.
The audio system uses six speakers in the standard configuration. The audio quality is mediocre, not offering much separation or clarity. We noticed a muted sound while listening to MP3s. There was decent bass at low volumes, but it quickly overwhelmed the speakers and produced a hum when we turned the volume up.
The optional navigation system, while not particularly advanced, works well.
Although our test car wasn't equipped with anything good, options redeem the Matrix. Toyota offers eight options packages that include tech gadgets such as an upgraded audio system, Bluetooth, and navigation. The available audio system uses a six-disc in-dash changer and nine speakers. This audio system also includes Bluetooth. There is also an available DVD-based touch-screen navigation system. However, the navigation option can't be combined with the upgraded audio system. We've seen this navigation system on other Toyotas and--while it isn't on the cutting edge--it works well enough.
Under the hood
Most cars from Japanese automakers don't offer different power train options, besides the usual manual or automatic transmission, but the 2009 Toyota Matrix comes with two engine choices and three transmission choices. However, you can't mix and match freely, the base model comes with a 1.8-liter four-cylinder engine, while the S and XRS come with a 2.4-liter four cylinder. With the 1.8-liter engine, you can have a five-speed manual or a four-speed automatic. These transmission choices are the same for the S trim, but if you get all-wheel drive, you have to get the four-speed automatic. At the XRS level, you get either a five-speed manual or a five-speed automatic transmission. We reviewed the Matrix S with all-wheel drive.
Around the city, the 2.4-liter feels peppy, although the four-speed transmission is a bit sluggish. At higher speeds the lack of additional gears shows, as the engine winds up higher and noise increases. We could maintain freeway speeds, even up hills, but passing involves a lot of pedal mashing, with maybe dropping the shifter down to the three position, preventing the car from going into fourth gear.
The all-wheel drive on the Matrix helps us handle this gravel road.
The ride is on the rough side, fairly typical for cars in this class. We threw it around some mountain roads to check the handling and try out the all-wheel drive. It's a bit too top-heavy and has too much body roll, to be a potential rally contender. We also got an interesting warning beep from the car when we went into one corner a little too fast and had to get on the brakes in the corner. We assumed the car's stability control was telling us to watch out. To further test the Matrix's all-wheel drive, we took it down a gravel road. When we pushed it on the corners, we felt the front wheels lose grip for a moment, but the rears dug in a microsecond later, keeping the car under our control.
For fuel economy, the EPA rates the 2009 Toyota Matrix S with all-wheel drive at 20 mpg city and 26 mpg highway. These aren't really spectacular numbers, and mostly reflect the limited gears on the transmission and the extra power cost of all-wheel drive. On the plus side, the car qualifies as a ULEV II for its emissions.
The 2009 Toyota Matrix S with all-wheel drive goes for a base price of $21,560. We added cruise control for $250, 17-inch wheels for $880, and the optional stability and traction control for $250. With a $660 destination charge, the total for our test car came out to $23,600. To get an upgraded audio system and Bluetooth, we would have had to opt for a $2,809 package. To get navigation, we would need to pony up $3,369 for a different option package. As for the other trim levels, the bottom-level Matrix goes for $16,850, while the top-of-the-line XRS goes for $22,710.
We appreciated that the all-wheel-drive system kept us on the road, and that the engine offered decent pep in the city, but those factors only keep its performance score from dropping out completely. We faulted it for its transmission, which seems primitive by today's standards, and its fuel economy, which isn't all it could be. Although our test car didn't have much cabin tech, we give the Matrix points for making a better sound system, Bluetooth, and navigation available. However, it loses points when we consider all the toys aren't available in one package.
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Not to be confused with Hyundai Matrix.
The Toyota Matrix, officially referred to as the Toyota Corolla Matrix, is a compact hatchback manufactured by Toyota Motor Manufacturing Canada in Cambridge, Ontario and derived from the Corolla. Introduced in 2002 as a 2003 model, the Matrix was the result of a joint venture between Toyota and General Motors, with the GM version being the Pontiac Vibe, which was assembled by New United Motor Manufacturing, Inc. (NUMMI) in Fremont, California, United States.
Officially sold in North America until being discontinued, the Matrix was positioned as a sporty hatchback counterpart of the North American Corolla and was counted as a variant of it in Toyota's sales figures.
Although identical mechanically, and nearly as much internally, the Matrix and Vibe had different sheetmetal and exterior trim designed by their respective brands. Both vehicles are narrow, tall station wagons styled in a quasi-SUV fashion (called a crossover utility vehicle or "CUV" by Toyota) and marketed to a fairly youthful market segment. This type of car is also commonly referred to as a sport wagon.
First sold in February 2002, the Matrix saw a minor facelift for the 2005 model year, and was redesigned completely in 2008 for the 2009 model year, following the tenth generation Corolla. Sales of the Matrix were discontinued in the United States in 2013 and in Canada in 2014.
First generation (E130; 2002)
The Matrix was first introduced in the 2003 model year and based on the Toyota Corolla platform. Relatively unchanged in 2004, a facelift for 2005 brought minor revisions to the exterior – mainly revised styling to the front fascia due to complaints of rubbing the ground on the previous incarnation and replacing the red lenses on the taillamps with clear ones. Also, the center instrument panel was slightly redesigned and featured a Toyota head unit in place of the previous GM-sourced radio.
Two 1.8 L four-cylinder engines were offered in the Matrix: the 1ZZ-FE used in the Corolla, which originally made 130 horsepower (97 kW) in 2003 through 2005 models, but was reduced to 126 horsepower (94 kW) in 2006, and the performance-oriented 2ZZ-GE taken from the Toyota Celica GT-S, which produced 164 horsepower (122 kW) (previously 180 horsepower (130 kW) in 2003, 173 hp (129 kW) in 2004, and 170 horsepower (130 kW) in 2005). The 2006 drop in power was due to new testing standards, and not a change in the engine's actual performance.
In late 2006, Toyota discontinued use of the 2ZZ-GE engine and dropped the XRS from the Matrix lineup to be temporarily replaced by the M-Theory edition. Like each year of the XRS model, the M-Theory was a limited production run of 2500 cars.All wheel drive was also available from 2003–2006 when coupled to the 1ZZ engine and automatic transmission, but was dropped at the same time as the XRS.
Starting out at US$14,670 in 2003, the no-frills base model came with few options. While it did have standard air conditioning, it left out features like color-keyed mirrors and door handles, blacked out window frames and power mirrors. One option the base model could be had with was AWD for an additional $1,465 (although the actual increase was $2,445, since AWD only came with an automatic transmission). Adding AWD brought the car's curb weight of 2,679 lb (1,215 kg) up to 2,943 lb (1,335 kg) and decreased power by 7 hp (5 kW) and 7 lb⋅ft (9 N⋅m). In 2004, the price of a base model remained unchanged, but by the last year of production, 2008, it had risen to $15,510.
The Matrix's XR mid-grade trim level added features like color-matched mirrors and door handles, a leather-wrapped steering wheel, and a panic button on the key fob. Options available with the XR trim included a sunroof, body kit, and 17-inch (430 mm) alloy wheels. A 2003 XR started at US$16,180 and 2,701 lb (1,225 kg), but when equipped with AWD cost at least $18,445 (only $305 less than an XRS) and weighed in at 2,965 lb (1,345 kg). Like the base model, the XR's AWD engine was detuned. Again, the car's price for its sophomore year stayed the same, but in the four years after that, it rose to $16,990.
For US$18,750-, the top-of-the-line model came standard with four-wheel disc brakes and six speakers. Also included on all XRS models were anti-lock brakes with Electronic Brakeforce Distribution, 16-inch alloy wheels, and cruise control. In 2003, 17-inch wheels could be had, but only on cars without a sunroof. An option combining 17-inch (430 mm) wheels and a sunroof became available the second year of production. In 2005, an XRS started out at $18,850, and for its last year, it sold for at least $19,250.
The XRS trim included an engine upgrade to Toyota's higher-performance 2ZZ-GE engine. Displacing 1,796 cc (1.796 L; 109.6 cu in), it produced 180 hp (134 kW) and 130 lb⋅ft (176 N⋅m) – a then-rare 100 horsepower-per-liter. While its 11.5:1 compression ratio was a large factor in its performance, the engine could change to a second cam profile at higher RPM through Toyota's VVTL-i and was designed for operation up to 8500 RPM. The engine's high compression necessitates "premium" gasoline (91 octane or above in the (R+M)/2 scale). With the exception of an available automatic in 2003, a six-speed manual transmission was the only gearbox offered in the XRS. A Transitional Low Emission Vehicle (TLEV) its first year of production, the 2ZZ was retrofitted in 2004 with a smog pump and reclassified as an Ultra Low Emission Vehicle (ULEV).
The Matrix was able to come to a full stop from 60 mph (97 km/h) in only 114 feet (35 m). Due to being front wheel drive, the XRS has a weight distribution of 59/41 (front/rear), which may result in understeer when driven hard. It weighs in at a relatively light 2,800 lb (1,300 kg).
Not a trim level, the M-Theory edition was a 2007-only appearance package with an exclusive "Speedway Blue" color. For US$1,500, a customer got 17-inch Caldina wheels, a chrome exhaust tip, a numbered plaque (1 of 2500), four wheel disc brakes, and a spoiler. To improve handling, a "sport tuned suspension" and strut tower brace were included.
2004 XRS dashboard
Interior with seats folded.
One of the Matrix's unique design features is its interior, particularly the rear 60/40 seats and cargo area. Made with rigid plastic backs, the rear seats fold flat, creating a 53.2 cu ft (1.51 m3) cargo area. In a practicality test, Motor Trend was able to haul more cargo in the Matrix than in a Subaru WRX wagon with 61.1 cu ft (1.73 m3) of space. In addition to the eight tie-downs in the back for attaching the included cargo nets and tonneau cover, the seats and rear floor have integrated rails for installing extra tie-downs.
Up front, the passenger seat also folds flat, accommodating long items like surf boards or allowing drivers to use the tray in its back to hold items like a laptop computer. An electronic device can be charged with the 115 volt/100 watt power inverter (US models only). The first year of production (2003), the instrument cluster was completely red. However, the next year, Toyota made the numbers white while keeping the rest of the gauges red. When the car was updated in 2005, a digital clock was added to the radio bezel.
NHTSA crash test ratings (2003):
In May 2008, Toyota issued a recall for 2003 and 2004 model year Corollas and Matrixes. The recall notice cites two bolts in each of the front doors as potentially causing the window to come off the track and break. This recall only applies to models equipped with power windows. General Motors issued a recall for the same problem on 2003 and 2004 Pontiac Vibes with power windows at the same time.
On August 26, 2010, Toyota issued a recall for 2005 to 2008 model year Corollas and Matrixes, equipped with the 1ZZ-FE engine and two-wheel drive. The recall notices states that an improperly manufactured Engine Control Module (ECM) can develop a crack in its circuitry, potentially causing the "Check Engine" light to illuminate, harsh shifting, and stalling and/or failure of the engine to start.
On November 20, 2019, along with 2003-2008 Corollas and 2004 and 2005 Yarises, the Matrix of the model years from 2003 to 2008 was recalled in Mexico due to these cars containing Takata frontal passenger airbags which might degrade due to weather exposure and variation of high temperatures, which usually occurs on cities with extreme weather, which might cause serious injuries on passengers. Toyota has advised all owners of the following cars to replace these faulty frontal passenger airbags or all airbags, depending of which version is. Toyota of Mexico has notified PROFECO that in the Mexican market exists 618 vehicles in addition to these three recalled vehicles. The replacing campaign will go due November 22.
Second generation (E140; 2008)
Toyota Matrix XRS
2011 Toyota Matrix XR AWD
Dashboard center console
Initially rumored by Toyota and auto news media as a Matrix replacement named the Blade, the second generation Matrix was unveiled on October 31, 2007, at the Specialty Equipment Market Association (SEMA) show in Las Vegas, and was first available at dealerships in February 2008, as a 2009 model. The Matrix' Vibe sibling was also upgraded, but production of that model ended after 2009 when the entire Pontiac brand was retired.
In the United States, three trim levels (Standard [base], S and XRS) are offered, as well as two inline-four engines: a 1,797 cc (1.797 L; 109.7 cu in) 2ZR-FE for the base model (chassis code ZRE142) and a 2,362 cc (2.362 L; 144.1 cu in) 2AZ-FE for the S and XRS trims. The former is offered with either a five-speed manual or four-speed automatic transmission, while the larger engine is equipped with either a manual or automatic five-speed transmission. In addition, the S trim can be equipped with a four-speed automatic and all-wheel drive.
Canadian buyers are offered in four trim levels: a 1.8 L-powered base model and the XR, AWD and XRS models with a 2.4-liter engine.
This generation marks it the first time it is sold in Mexico. The Matrix comes only in two trim levels to Mexico: Base and XR.
For the 2011 model year, the Matrix received redesigned exterior and interior elements, including front and rear fascias, wheels and seat fabrics. The radio was also changed to allow for Bluetooth capability.
In 2008, Toyota began offering different trim levels in the United States and Canada. The XR trim became exclusive for Canada, and the S trim was released only in the U.S., while AWD remained available in both markets after 2009. All vehicles have an independent front suspension with MacPherson struts, but only XRS trim and cars equipped with all-wheel drive and 158 horsepower, feature an independent rear suspension using double wishbones instead of a semi-independent torsion beam. The 2009 models have less interior space than the preceding years, with a total of 48.9 cu ft (1.38 m3) compared to the original 53.2 cu ft (1.51 m3).
The XRS trim was dropped from the U.S. lineup for the 2011 model year.
All models come standard with side torso airbags, side curtain airbags, anti-lock braking and electronic brakeforce distribution. For the 2010 model the previously optional Vehicle Stability Control and traction control systems became standard.
Toyota's Smart Stop Technology was added to the Matrix for the 2011 model year.
The Matrix is rated "Good" in both frontal and side Insurance Institute for Highway Safety (IIHS) crash tests.
NHTSA crash test ratings (2009):
The 2009 to 2010 model year Matrix (and its Vibe relative) are subject to the 2009–2011 Toyota vehicle recalls regarding floor mat and accelerator pedal replacement.
On October 10, 2012, Toyota issued a recall for 2009 model year Corolla and Matrix, along with 10 other models. The recall notices states that improperly lubricated driver's side power window master switch may develop a “notchy” or sticky feel, and that improper aftermarket lubrication may present a fire hazard. The repair involves lubricating the switch assembly with a special fluorine grease.
On August 5, 2013, Toyota announced an end to production of the Matrix for the US market after the 2013 model year due to declining sales, and that there were no plans to replace it with another vehicle. The Canadian market continued for the 2014 model year, with those assembled in Cambridge, Ontario by Toyota Motor Manufacturing Canada. The Matrix was then discontinued in Canada and was not offered for the 2015 model year. Toyota continued to sell a range of compact hatchbacks in North America through its Scion brand. On September 1, 2016, "the Scion brand transitioned to Toyota." For the 2017 model year, the Corolla iM would be the successor of the Matrix. For the 2019 model year, the newest iteration has been released as the Corolla hatchback.
Matrix sales figures in the United States are included in the Corolla’s total, which meant its sales figures in the US is unknown.
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