Turning the key in the ignition is a far more entertaining affair; be it a quick or prolonged twist, the starter runs automatically until the engine fires. And, the gauges even do a quick dance. The 1.8-litre DOHC four-cylinder engine, scantly audible under the heavy hood, is smooth and peppy for doodling around town.
My tester had the standard five-speed manual transmission replaced by a simple four-speed automatic, costing an extra $1,010. When stopped uphill in drive, the car will roll back if not braked. And, at highway speeds I would have preferred another gear as there feels to be too much wasteful engine braking. At 100 km/h, I observed just over 2500 rpm. A five-speed automatic (with a manual mode) is available on the more powerful XR and XRS models.
If probed, I'm told my base Matrix will eventually produce 132 horsepower at 6000 rpm and 128 lb.-ft. of torque at 4400 rpm. With a 10 second jog to 100 km/h, it's not fast; it's fast enough. This 1290 kg Matrix feels light, but unfortunately this quality is also embodied by a quiet horn and door panels that wobble upon closure. Between the pumps I averaged 9 l/100km in a city/rural driving mix.
The Matrix's electric power steering feels direct but becomes far more boosted at parking lot speeds. This, with a smallish 10.9 metre turning circle, keeps your heart rate low for parallel parking. The independent MacPherson-strut front and semi-independent torsion-beam rear suspensions project a taut and compliant ride until understeer encroaches. My tester was still wearing chunky winter tires with stock 16 inch hubcaps atop steel wheels. Though this base model just offers simple motoring without that extra bit of flash of the XRS model, I do like its metallic paint.
Built alongside the Corolla and Lexus RX350 in Cambridge, Ontario, the Toyota Matrix shares much of its design with the California-built Pontiac Vibe. Popularizing since 2003, the Matrix remains an appealing offering as the costs of driving rise. Toyota will continue to attract a variety of new buyers to the second-generation 2009 Toyota Matrix not only because it's financially and spatially efficient, but also because of its youthful design and marketing. With an available roof rack and all-wheel drive system, what urbanite needs an SUV?
photo:Robert Obara
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| The Matrix is almost 7 inches shorter than a Corolla, but still big inside. |
My tester had the standard five-speed manual transmission replaced by a simple four-speed automatic, costing an extra $1,010. When stopped uphill in drive, the car will roll back if not braked. And, at highway speeds I would have preferred another gear as there feels to be too much wasteful engine braking. At 100 km/h, I observed just over 2500 rpm. A five-speed automatic (with a manual mode) is available on the more powerful XR and XRS models.
If probed, I'm told my base Matrix will eventually produce 132 horsepower at 6000 rpm and 128 lb.-ft. of torque at 4400 rpm. With a 10 second jog to 100 km/h, it's not fast; it's fast enough. This 1290 kg Matrix feels light, but unfortunately this quality is also embodied by a quiet horn and door panels that wobble upon closure. Between the pumps I averaged 9 l/100km in a city/rural driving mix.
The Matrix's electric power steering feels direct but becomes far more boosted at parking lot speeds. This, with a smallish 10.9 metre turning circle, keeps your heart rate low for parallel parking. The independent MacPherson-strut front and semi-independent torsion-beam rear suspensions project a taut and compliant ride until understeer encroaches. My tester was still wearing chunky winter tires with stock 16 inch hubcaps atop steel wheels. Though this base model just offers simple motoring without that extra bit of flash of the XRS model, I do like its metallic paint.
Built alongside the Corolla and Lexus RX350 in Cambridge, Ontario, the Toyota Matrix shares much of its design with the California-built Pontiac Vibe. Popularizing since 2003, the Matrix remains an appealing offering as the costs of driving rise. Toyota will continue to attract a variety of new buyers to the second-generation 2009 Toyota Matrix not only because it's financially and spatially efficient, but also because of its youthful design and marketing. With an available roof rack and all-wheel drive system, what urbanite needs an SUV?
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| The trunk area provides space for smaller dogs, and there's room for a bike with the seats folded. |
photo:Robert Obara
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