2010 Toyota Matrix Review and Prices
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Price: $17,450 - $22,915
MPG: 26 City / 32 Hwy
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2010 Toyota Matrix Pros/Cons
Pros:
- Compact-crossover-type versatility in a small package
- Available all-wheel drive
- Good fuel economy compared with a crossover SUV
Cons:
- Unintended acceleration recall threatens resale values
- Lumpy styling and silly dashboard design
- Have to spend for the sporty XRS to get good handling and for the larger engine to get good acceleration
2010 Toyota Matrix Buying Advice
The 2010 Toyota Matrix is the best car for you if a versatile little wagon that sips gas appeals more than one with smooth styling and refined engineering. Don’t buy a 2010 Matrix, however, until you’ve verified that it is among the 2010-model-year Toyotas updated with all the appropriate unintended-acceleration-recall modifications, including the electronic brake-override system.
The 2010 Toyota Matrix is essentially a four-door wagon version of the 2010 Toyota Corolla compact sedan. It has different styling than Corolla and a taller roof than the typical station wagon. It also offers all-wheel drive (AWD) in addition to front-wheel drive. The 2010 Matrix carries over the Matrix redesign that came on line with introduction of the second-generation model for 2009. Both the model-year 2009 and 2010 versions of the Matrix were subject to a safety recall for throttle-pedal modifications and replacement floormats designed to prevent unintended acceleration, the problem that forced Toyota to recall millions of cars, pickups, and SUVs during early 2010. In addition, Toyota says that during 2010 it will phase in the installation of an electronic system that enables the brake pedal to override pressure on the accelerator.
Should you buy a 2010 Toyota Matrix or wait for the 2011 Toyota Matrix? Wait for the 2011 Matrix if you have any qualms about going without the brake-override. If you can verify a 2010 version has been fully updated, however, there’s probably little reason to wait for the 2011 Matrix. There won’t be any notable changes to styling or features between the 2010 and 2011 Matrix. And the 2010 Matrix should carry attractive discounts as Toyota tries to make up for sales lost during the recall. The best way to get the full value from either a 2010 or 2011 Matrix would be to keep it for more than six years or so, beyond the point at which resale prices would be tarnished by the unintended acceleration controversy.
2010 Toyota Matrix Changes
Styling: The 2010 Toyota Matrix carries over visually unchanged from the all-new Matrix that debuted for model-year 2009. It’s the same size as the first-generation 2003-2008 Matrix, but its body is rife with lumpy forms and odd angles. Depending on your taste, it’s either pleasingly organic or just plain odd. Trend-sensitive Toyota marketers label Matrix a “crossover utility vehicle.” That’s a slight stretch. It’s loosely defined, granted, but “crossover” is more typically associated with larger vehicles that have a high seating position and other SUV airs, such as Toyota’s own Venza. Still, if a crossover is somehow more than a conventional car but has car-type “unibody” engineering instead of a truck-type design in which the frame and body are separate, then Matrix probably qualifies. Matrix’s smoother-styled cousin, the Pontiac Vibe has gone from crossover to crossed-off. It was killed along with the Pontiac brand. Matrix and Vibe shared underskin components and were assembled from a Toyota design a joint General Motors-Toyota plant in California.
Mechanical: Perhaps the most effective modification Toyota can make to vehicles involved in the unintended-acceleration controversy is the brake-override system. This is designed to cut engine power in case of simultaneous application of both the accelerator and brake pedals. Be certain any 2010 Matrix you consider has the brake-override. The base 2010 Matrix model, called the Standard, continues with a 132-horsepower 1.8-liter four-cylinder engine. The 2010 Toyota Matrix S and sporty 2010 Toyota Matrix XRS have a 158-horsepower 2.4-liter. All models come with front-wheel drive, while the Matrix S AWD has all-wheel drive. With front-wheel drive, Matrix places the weight of the engine over the wheels that power the car. This helps grip in slippery conditions, an advantage further bolstered by traction control, which automatically limits tire spin on take-offs. The Matrix S AWD model isn’t intended for off-roading; it doesn’t have elevated ground clearance or skid plates. Its AWD system is essentially an all-weather assist that automatically reapportions power to the rear tires when the fronts lose traction. It returns to front-drive mode when grip is restored. Both Matrix engines come with a five-speed manual transmission. A four-speed automatic is available on the Standard and mandatory for the Matrix S AWD. A five-speed automatic is available on front-drive S models and on the Matrix XRS. All Matrix models come with four-wheel disc brakes and have an antilock braking system (ABS) that automatically “pumps” the brakes to sustain control in emergency stops. Also known as stability control, an antiskid system can keep a car on course by automatically modulating engine power and activating individual brakes when sensors detect a sideways skid. The antiskid system and traction control had been standard on the Matrix XRS and a $250 option on other Matrix models; for 2010, they’re standard on all models.
Features: Today’s lower-priced cars need to dabble in upscale features to satisfy tech-savvy younger buyers, and Matrix is available with remote keyless entry, leather-wrapped steering wheel with audio controls, satellite radio, Bluetooth phone link, a navigation system with real-time traffic info, and a great-sounding nine-speaker JBL sound system. Toyota also offers a variety of factory-designed, dealer-installed accessories, including rooftop attachments for a bicycle, snowboard, or skis.
Every 2010 Toyota Matrix comes with head protecting curtain side airbags, air conditioning, a tilt/telescope steering wheel, power mirrors, and cloth upholstery. The driver’s seat is height-adjustable and the rear seatback’s splits 70/30 sections fold to create a flat load floor. A center console and rear cargo cover are included. The base audio system has an auxiliary jack for digital devices, but USB iPod connectivity isn’t available.
2010 Toyota Matrix Prices
The least-expensive 2010 Matrix, called the Standard model, accounts for more than half of Matrix sales. It starts at a palatable $17,270 and like every 2010 Matrix, now comes with traction control and an antiskid system. Still, the Matrix Standard isn’t as enjoyable to live with or as well-equipped as some similarly priced competitors. The smartest Matrix buy is the middle-of-the-lineup S model. It’s priced from $19,180 -- not too far off what a Standard goes for when optioned to the same level – but has the stronger engine Matrix needs for adequate performance.
The 2010 Toyota Matrix Standard model is priced from $17,270 with manual transmission and from $18,080 with the four-speed automatic. (Prices listed in this review include the manufacturer’s mandated destination fees. Toyota’s fee is $720 for cars, though Toyotas in some southeastern states are delivered by independent distributors and may carry different destination fees.)
The 2010 Matrix S model starts at $19,180 with manual transmission, $20,370 with the five-speed automatic. To the Standard model the S adds the 2.4-liter engine, power windows and locks, remote keyless entry, fog lamps, and a household type power outlet in the dashboard. The steering wheel gets audio controls and its rim and the shift lever are leather-covered. The S also gets a front passenger seatback that folds forward to create additional storage opportunities.
The 2010 Toyota Matrix S AWD starts at $21,480. It includes the four-speed automatic transmission and heated power mirrors. The 2010 Toyota Matrix XRS lists for $21,490 with manual transmission and $22,680 with the five-speed automatic. The XRS is pitched as a sporty model and includes a strut tower brace to stiffen the front structure and 18-inch tires on alloy wheels. The XRS and the Matrix S AWD are the only models that have an independent rear suspension. Other Matrixes use a less-sophisticated torsion-beam rear suspension. The XRS also has a rear spoiler and “sport” cloth upholstery.
Among notable options for the 2010 Matrix, a Power Package for the Standard version includes power windows and locks and remote keyless entry; it costs about $1,000. Adding cruise control to a Standard or S model costs $250. A power sunroof is an option on all models at around $900. The navigation system is available on the S model, where it adds about $1,800, and on the XRS, to which it adds around $1,300. All but the XRS model comes with 16-inch tires and steel wheels, but 17s on alloys are an S- and AWD-model option at around $900.
2010 Toyota Matrix Road Test
From behind the wheel: Mellow out in a 1.8-liter Matrix ‘cause you’re not going anywhere in a hurry. Don’t being to pass on a two-lane or merge onto a fast-moving freeway without a Plan B in the event something faster, like a diaper delivery truck, sneaks into the opening you hoped occupy. With the 16-inch tires, you’ll noseplow through fast turns, body keeling. Low-speed maneuverability is a Matrix asset, but don’t pine for more steering precision because wishing won’t make it happen.
Matrix S and XRS models get the 2.4-liter engine, which is actually more vibratory than the 1.8 in the Standard. But come to terms with the automatic transmission’s slightly lazy shifting, don’t be shy with the throttle, and the 2.4 will keep Matrix on the move with little stress. Row the manual transmission, and you’ll discover a willing little wagon. That’s most vivid in XRS guise, where fatter tires and a good suspension setup deliver enough grip and agility to entertain on a twisty road.
The 2010 Matrix S AWD has done society a service if it keeps one buyer from purchasing a larger SUV they don’t really need. Its AWD system keeps you going in light-to-medium snow and pays off in unexpected ways: you’ll learn to zip out from a rain-slicked side street onto a busy thoroughfare without worrying that tire spin will leave you vulnerable to oncoming cross traffic.
Dashboard and controls: The main instrument binnacle contains a nice pair of near-circles for the tachometer and speedometer -- then randomly inserts a flattened oval for fuel, coolant, and trip information. It’s typical of a willy-nilly layout that’s as amorphous as Matrix’s exterior design. The center of the dashboard is a huge slope of silver-painted plastic that houses audio and navigation systems, climate controls, even the gear-shift lever. The design is contrived to create a “cockpit” ambience, but serves mostly to squeeze the driver’s leg room.
All this does a disservice to the controls themselves, which are conveniently placed, clearly identified, and generously sized. The navigation system is a slightly simplified unit – it lacks voice recognition capability, for example – but it’s quick to learn and easy to like.
Toyota won over a generation of American-brand buyers by consistently delivering more interior quality than prices suggested. Those days are gone, as evidenced by the Matrix cabin’s amalgam of hollow-to-the-touch panels and hard surfaces – even the front center armrest is unpadded.
Room, comfort, and utility: The long, tall roof creates lots of head room and fine cargo space, but the body’s high beltline and pinched side windows detract from outward visibility and impose on the cabin a closed-in feel. The front seats are large and cushy. The rear seat may feel too firm to some, and space for legs and feet is at a premium unless the front seats are fairly well forward.
Matrix’s ride quality has a dual personality. Small bumps and divots are easily soaked up, but tar strips and expansion joints can send a shudder through the car’s structure. The 18-inch tires on the XRS patter more than the 16s or 17s but they don’t compromise comfort significantly. They do generate more road noise, something Matrix doesn’t need. Tire roar and wind rush are intrusive when speeds increase or the pavement is coarse. And turbine smoothness would not describe either engine.
Redemption arrives when you treat Matrix as a utility vehicle. Even with the rear seatbacks in place, the tall, wide cargo bay holds 19.5 cubic feet of stuff – not bad for a car with 5 inches less body length than a Honda Civic sedan. Drop the rear seatbacks and Matrix extends a gaping 61.5-cubic-foot invitation to load a couple of bikes (remove those front wheels), a love seat, your girlfriend’s dinette set. The forward section of the floor isn’t covered by a carpeted mat, so your cargo may slide around on its plastic surface.
2010 Toyota Matrix Fuel Economy
The 1.8-liter engine in the Matrix Standard pays off in good mileage ratings. The 2.4 in the Matrix S and XRS models makes them look thirsty compared to other compact cars, but not compared to other compact utility crossovers.
The 2010 Toyota Matrix Standard has EPA ratings of 26/32 mpg (city/highway) with manual transmission and 25/31with automatic. The 2010 Toyota Matrix S and XRS are rated at 21/28 with manual, 21/29 with automatic. The 2010 Matrix S AWD is rated at 20/26.
2010 Toyota Matrix Safety
The recall for the 2009-2010 model-year Matrix was to fix gas pedals that were hard to depress, slow to return, or remained partially depressed. These models also were eligible for Toyota-furnished replacement driver-side floor mats to prevent interference with the accelerator pedal.
Publicity surrounding these serious safety issues was in stark contrast to Toyota’s image as a builder of dependable automobiles. The recalls targeted several models from Toyota as well as from the company’s premium Lexus brand. Sales of affected models fell, and prices of used examples dipped. Evidence that consumer confidence in Toyota and Lexus is permanently damaged, however, will take years to determine.
In the near-term, the safety recalls did not have an effect on some base-line measurements of safety and reliability, including government crash-test ratings and the most widely respected customer satisfaction ratings.
Government crash-test ratings award a maximum five stars for occupant protection (safercar.gov). The 2010 Toyota Matrix scores well in the tests, earning the maximum five stars for driver and front passenger protection in a frontal impact. In the side-impact test, Matrix scores five stars for driver protection and four stars for rear-passenger protection. These results match those of most similarly sized vehicles tested by the government.
J.D. Power and Associates, the leading automotive consumer-survey firm (jdpower.com), ranks the Toyota brand slightly above the industry average in overall initial quality in the first 90 days of ownership. It ranks the Toyota brand among the best for dependability in surveys measuring problems experienced by original owners of three-year old (2006 model year) vehicles.
The current Toyota Matrix, however, scored below average in J.D. Power surveys of overall initial quality. Owners give it average marks for mechanical, powertrain, and accessories quality, but ranked it below average for the quality of body and interior materials.
The current Matrix design, introduced for model year 2009, is too new to be included in J.D. Power surveys that measure long-term reliability. The 2006 Toyota Matrix, however, earned the highest possible marks for overall dependability in J.D. Power ownership surveys.
2010 Toyota Matrix Release Date
The 2010 Toyota Matrix is on sale now.
What's next for the Toyota Matrix
The Toyota Matrix was actually being outsold by its underskin twin, the Pontiac Vibe. It’s possible Matrix could absorb some Vibe intenders orphaned by the demise of Pontiac. Toyota would be happy to have them, but in the short term it isn’t likely to alter Matrix’s design to get them. It remains to be seen how going it alone might affect planning for the next-generation Matrix, due likely as a 2014 model.
Meanwhile, look for a possible mid-cycle Matrix freshening for model-year 2012. Such work typically involves appearance updates to the grille and front fascia, and sometimes the tail lamps and rear bumper. New wheel designs and possibly revised interior surfaces are also possibilities. No change to the overall shape or size of the Matrix would be made, and Toyota isn’t apt to alter the engine lineup unless it also does so for the Corolla, which accounts for more than 75 percent of the vehicles built on this platform.
2010 Toyota Matrix Competitors
Scion xB: It doesn’t offer AWD, but this front-wheel-drive box beats Matrix for refinement and road manners and matches if for unusual styling. The xB has 158 horsepower, seats five, and boasts 69.9 cubic feet of cargo volume with the rear seats folded. It’s rated at 22/28 mpg and prices start around $16,500. The xB hails from Toyota’s youth-oriented division and is not subject to any unintended-acceleration recalls. Scion’s long-range plans for the xB are uncertain, but don’t look for any significant changes before model-year 2013 or so.
Hyundai Elantra Touring: This front-drive four-door wagon flies below the radar but offers far better handling and vastly smoother styling than the Matrix. A European-tuned suspension, terrific build quality, and 65.3 cubic feet of storage with rear seats folded are part of the deal; powertrain refinement is not. Base prices start around $16,000, horsepower is around 140, and economy is 23/31 with manual transmission, 23/30 with automatic. The Elantra Touring also boasts Hyundai’s generous warranty coverage. It won’t be changed significantly until after model-year 2013.
Suzuki SX4 SportBack and Crossover: Another little secret among fans of small, tall wagons, this four-door five seater isn’t quite as roomy as the Matrix. The SX4 SportBack is pitched as a sporty hatchback, has front wheel drive, and starts around $16,700. The SX4 Crossover comes with AWD and starts around $16,500, making it the lowest priced all-wheel drive vehicle sold in the U.S. Genuine Italian styling and a rugged feel are assets of both models. Both get more horsepower for 2010, now up to 150, and a continuously variable transmission replaces a four-speed automatic. Rated fuel economy tops out at 23/30 with on the SportBack and 22/30 on the Crossover. This Japanese-built compact won’t get any significant changes before model-year 2013.
