Availability of all-wheel drive and stability control
Cons :
- Modest torque output
- Less fun to drive than its sporty styling suggests
Review :
The Matrix is based on the Corolla platform, as is its sister car, the Pontiac Vibe. The goal of both cars is similar: to offer the interior functionality and flexibility usually associated with larger vehicles but in a compact package. Unlike previous wagon variants of the Corolla sedan (last seen as the 1996 DX wagon), the Matrix stands tall -- 5 inches taller than the Corolla -- and this gives the cabin a spacious feel, not unlike a Chrysler PT Cruiser. This also allows it to accommodate adults comfortably in the backseat. On the outside, the Matrix has a more angular front fascia. And while the Corolla has a traditional, smooth-bodied profile, the Matrix benefits from an artisan's chisel, as a gentle valley breaks up the tall body side with an S-shaped character line flowing below it.
In lieu of a wagonizing cargo box, designers gave the Matrix an abridged rear (it's about 7 inches shorter than the Corolla), such that it is essentially a hatchback and isn't likely to turn away younger buyers. The Matrix is more practical than most of its larger-capacity peers. Its backseat offers enough room for adults to get comfortable, while its durable plastic cargo floor offers adjustable tie-down points for securing all manner of bulky and/or messy cargo. What's more, both the rear seats and the front-passenger seat fold perfectly flat to allow owners to transport items up to 8 feet in length.
We're convinced that the Matrix would be a satisfying choice for many people -- it rides comfortably; it handles capably enough; it has plenty of room in the backseat for your friends (or your kids); and it provides a lot of flexibility for those whose interests require a lot of equipment. The Matrix is about getting your friends and cargo to your destination with minimal hassle, discomfort and expense along the way and perhaps enjoying a tailgate party once you get there.
Three trim levels are available: base, XR and XRS. Base-level cars have the necessities such as air conditioning and a CD player, but most of the worthwhile features are optional. Go with the XR or XRS to get standard power locks and windows, keyless entry and a rear wiper. Other options include 16- or 17-inch aluminum alloy wheels, an all-weather package, a DVD-based navigation system, a power moonroof and two different premium sound systems.
Antilock brakes are standard on the Matrix XRS and all-wheel-drive models, and optional on front-drive base and XR models. Seat-mounted side airbags for front occupants and full-length side curtain airbags are optional across the line. Stability control is another worthwhile option. In NHTSA crash testing, the Matrix earned five stars (the best score possible) for driver protection in frontal impacts and four stars for the front passenger. For side impacts, it received three stars for front-passenger protection and four stars for rear-passenger protection.
For cargo, the Matrix is very similar to a compact SUV. The tailgate opens upward, and the rear glass can be raised independently. The main cargo area and rear seatbacks are unapologetically coated in hard plastic, the idea being that it's a lot easier to clean dirt and mud off one long expanse of plastic than out of matted carpet. A special cargo-floor track features eight adjustable tie-down hooks. Underneath the floor is a hidden storage compartment. The 60/40-split rear seats can be folded flat, thereby expanding cargo room to 53.2 cubic feet. The front-passenger seat also folds forward, allowing items more than 8 feet long to be carried with the tailgate closed.
Despite Toyota's claims, the Matrix isn't particularly sporty. With the base and XR cars, acceleration is only average. AWD-equipped cars come off as particularly taxed because of their extra weight and obligatory automatic transmissions. Even the XRS with its 164-hp engine isn't particularly rewarding as most of its power is made in the high reaches of the rev range. Handling, too, is modest. The Matrix's ride quality, however, is smooth and comfortable.
Press Release :
As the Japanese company marches assuredly toward capturing the title of No. 1 automaker in the world, overtaking General Motors, Toyota's competitors are determined not to roll over and play dead, allowing Toyota to cakewalk to the top spot.
Nowhere is it more evident than on the hybrid front. Automakers have joined forces in an effort (unofficially) to block Toyota from world domination. DaimlerChrysler and BMW accepted GM's invitation to cooperate in joint development of hybrid technology, in part to gang up on Toyota, some participants have whispered. The trio is expected to deliver a progress report later this spring. Meantime, Ford reportedly is considering joining the trinity, as it gears up to produce 250,000 hybrids a year by decade's end. Other Asian automakers are said to be considering signing up as well.
GM insiders say Toyota was nosing around about possibly joining the coup, but GM and others suspected Toyota was interested in espionage, not cooperation, sources indicated.
Competitors don't want Toyota dominating hybrid technology, especially battery production. Ford already has accused Toyota of deliberately withholding battery production from it.
Another front quietly brewing against Toyota involves E85 gasoline-ethanol fuel. Should E85 catch on, Chrysler, Ford and GM would have a leg up, having already produced millions of E85-capable vehicles. E85 is gaining the support of the U.S. government, members on both sides of the Congressional aisle, and some environmentalists, according to Washington, D.C. sources. Surveys show Americans rank importing less foreign oil higher than environmental concerns. Toyota officials, meantime, have been defensive about praise regarding E85 — and any negative charges against hybrids.
Toyota could face other public relations issues on its quest for No. 1. Two high-profile automotive journalists in Detroit predicted at an informal prognostication in December that it wouldn't be an easy road for Toyota. It is likely to get shot with arrows on a number of subjects and by a number of parties, they forecasted.
Indeed, Toyota is gaining a reputation that GM once had of being arrogant. The view is that Toyota seems to have the attitude that it can do no wrong and bristles at any criticism.
Other factors suggest Toyota's journey will be no walk in the park. CNW Marketing Research, the Bandon, Oregon, automotive research firm, recently listed in its monthly newsletter 15 issues facing Toyota.
While the domestics and Germans battle to hold their ground, Korean automakers Hyundai and Kia are attacking Toyota "from a second front," introducing vehicles directly aimed at Toyotas but "at significantly lower prices and with near-Toyota quality" and naming their competitor in ads. Case in point is the recently introduced Hyundai Azera, aimed squarely at the Toyota Avalon. Inside Line, in fact, picked the Azera over the Avalon in comparison.
Toyota faces an age issue, being seen as the Buick of the Asian brands. "Younger consumers are going through a phase of 'Not my father's Camry' just as the 1970s and 1980s youth market went through the 'Not my father's Oldsmobile,'" noted the CNW report. The average age of Camry drivers is 48, compared to Hyundai's 39. The report went on: "Younger consumers see Toyota as a brand for older drivers, lacking distinction and peer approval."
Even Scion, despite its sales success, is attracting older buyers. The average buyer age for the boxy xBhas climbed dramatically because drivers over 65 find it a perfect low-cost, roomy, fuel-efficient lifestyle vehicle as younger consumers seek more performance.
Not every Toyota is a hit, including the Matrixand the current Tundra, with key audiences. The Tundra is aimed at the "appearance" segment, not the macho rancher-farmer/towing/contractor crowd, a problem being addressed with the next-generation Tundra.
The women's market, the report notes, is becoming less practical and more emotional, an area in which Toyota lags (though company officials take offense at any notion that their vehicles lack soul). The Ford Fusionhas a 55-percent female primary driver penetration. Of them, approximately 40 percent had a Toyota on their shopping list, according to CNW studies.
Economics play a role as well. The Internet has made consumers aware of competitive pricing, competitive features and competitive quality/safety. The public assumes Toyota scores highest on all counts. "Mystique and reality collide. This was the undoing of VW in 2002-2005," notes CNW. Consumers also recognize repair costs are higher.
"General economics have seen household incomes rise while discounted and distinctive (fashion statement) products now appeal to all income groups. That pushed the high-line Camry intenders into Lexus (and other near luxury) models much akin to what happened to Ford's Taurusaudience," the report says.
The incentive war and GM's price cuts have put Toyotas at a price disadvantage, by thousands. The report noted that despite Toyota's market share gain last year, North American financial returns were flat. At the same time, Toyota's broadening product line has forced higher advertising spending, and dealers are pressuring Toyota for deeper discounts because of local competitive offerings.
Despite these challenges, CNW sees no decline in Toyota sales, "not by a long shot." The firm concludes that "unlike the Big Three past and present, Toyota recognizes at least most of these issues and is actively confronting them."
Buyers clearly are voting with their wallets by buying ever more vehicles from Toyota, ensuring Toyota will hit the bull's eye in the next few years.
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