I’m a big fan of compact hatchbacks. But the first-gen Toyota Matrix didn’t work for me. The driving position was odd, especially with a manual transmission, performance with the base engine was tepid, and the chassis had no strengths worth mentioning. I also preferred the styling of the related Pontiac Vibe. On the positive side of the ledger, passenger and cargo room were plentiful, and fuel economy was better than that of competitors.

For the 2009 model year, Toyota has redesigned the Matrix. The new body is swoopier. And while the base engine remains a 1.8-liter, the uplevel engine is the 2.4-liter four also offered in the Camry and Scion tC. And the second-gen Scion xB as well.

Has the redesigned Matrix retained the strengths of the original and improved upon its weaknesses? I took one for a test drive to find out.

Styling

Even more than the old one, the new Toyota Matrix requires large wheels to look right. The 18s standard on the XRS suit the car well enough. But the dealer didn’t have an XRS, or even an S with the optional 215/45R17s. So I drove the S with the same 205/55HR16s as the base Matrix.

Even with the larger wheels the tires look skinny beneath the bulbous body.

Beyond the tires, I wonder why they bothered with the sliver of a window in the C-pillar. It adds cost and complexity with very little benefit. I suspect that, as with some other Toyota designs, the designers wanted one line and the engineers insisted on another, and cheats like this window and the tall triangle of black trim on the rear doors resulted.

Aside from these quibbles, I like the looks of the new Matrix better than those of the old one. At least in XRS trim the car looks more upscale. But, once again, I like the exterior of the Pontiac Vibe better. It’s more cohesive and less forced, and looks especially good in GT trim.

The interiors of both cars are very similar. Once again we have a large amount of aluminum-look plastic trim—which was already passing out of fashion three years ago. The instruments once again strive to be different. The speedometer overlaps the tach, and the fuel and temp gauges share a wide oval. Overdone and cheap-looking, I can’t imagine looking at these instruments on a daily basis for three or more years.

The cheap feel of the Matrix extends beyond the interior materials. Close the door, and the entire car reverberates like an empty steel drum.

Accommodations

The driving position is much the same as before. So the steering wheel and instrument panel still feel too high, and the shifter too much of a stretch to the right.

The driver’s seat is basic econocar. Meanwhile, the rear seat feels less roomy than before. Some credit goes to the new car’s higher beltline and smaller side windows. But, checking the specs, rear hiproom is down by a sizable four inches.

Cargo volume㬹.5 cubic feet with the rear seat folded—remains a strength compared to other compact hatches. Here the tall body pays off.

On the Road

With the larger engine, power output is up from 126 horsepower to 158. And the automatic transmission has gained another ratio, for a total of five.

And yet performance, while an improved, remains tepid with the automatic. It seems that the revised car’s additional pounds largely offset the increase in power. The new base car, which retains the 1.8, must be downright sluggish.

Fuel economy certainly suffers with the larger four. The EPA ratings of 21 city and 29 higher and four and two lower, respectively, than with the 1.8.

Handling with the base suspension remains flaccid. I like compacts because they tend to feel agile, but this one does not. The steering has little in the way of feel. The XRS should handle better, but how much?

Even with the flaccid handling, ride quality is passable at best. On rough surfaces body control needs to be better, and the ride feels a little jittery on rough surfaces. In the Matrix’s favor, noise levels are lower than in the average compact.

Toyota Matrix Price Comparisons and Pricing

Compared to a loaded Toyota Matrix S, a similarly loaded Mazda3 Touring lists for about $1,700 less. Invoice to invoice the gap is only $700, though—Toyota dealers enjoy larger margins. Adjusting for feature differences adds about $500 to the gap.

The Matrix also faces stiff in-house competition. The Scion xB, which shares the chassis and engine but has a higher quality feel, lists for a substantial $3,000 less. Scions do sell for close to list, though. So the out-the-door difference is probably about half that.

Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)

TrueDelta's page for the Toyota Matrix:

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

Last Words

The point of the new Toyota Matrix escapes me. It does nothing particularly well. The tall body harms ride and handling, without doing much for interior room. The new car is heavier, but not as roomy as the old one. The power of the larger four has been largely squandered on this extra mass.

What’s more, the Mazda3 and Scion xB—both of which I like better than the Matrix—cost quite a bit less.

So why buy the Matrix? I suspect it sells mostly for people seeking a practical yet reasonably efficient car, and who place a lot of value on the Toyota brand.

A Note on Toyota Matrix Reliability

I cannot practically cover reliability within the context of this review. 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 Toyota Matrix rather than another vehicle 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 reliability 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. Non-participants will have to pay an access fee.

For the details, and to sign up, 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$): 22,000