2009 Corolla, Matrix: Great mileage isn't the only economy consideration

Review |

The Toyota Corolla and Toyota Matrix, both redesigned for 2009, represent a classic case of car-buyer mission creep.

If you're considering one of these, you're in the market for reliability and fuel efficiency. The Corolla is EPA-rated at 27 mpg city, 35 mpg highway.

Economy and dependability are all anyone ever wanted from a Corolla. This venerable model has always offered sensible transportation, not innovation, high performance or style. For 2009, it's more stylish — but only a bit more. Mostly it resembles a Camry.

With economy as your watchword, you'd surely want to buy the most reasonably priced Corolla you can find. MSRPs start at $15,250.

The youth-oriented Matrix (the five-door mini-wagon based on the Corolla) is rated at 26 mpg city, 32 mpg highway. A basic front-wheel-drive Matrix starts at $16,190.

However, where the prices start and where they wind up is how the mission can seriously creep. Options add up fast — a Corolla tested for this review had a bottom line of $21,963. It's possible to fully load one past $27K.

A Matrix test car, meanwhile, stickered at $24,020. Plus, its all-wheel drive and optional 2.4-liter engine dragged the EPA ratings all the way down to 20 city, 26 highway. So if you're not careful, a quest for economy can result in a not inexpensive, not particularly fuel-efficient car.

At $22K, you have to consider what you could buy besides a Corolla. Without even stepping off the Toyota lot, you can get some Camrys for that — a roomier, more comfortable car that still rates 31 mpg highway.

But suppose you pop for a $22K Corolla. What do you get for that kind of money? The test car was a Corolla S, a trim line that goes for a sporty look, if not sporty performance.

The S has the same thrifty 132-horse, 1.8-liter four-cylinder as most Corollas. (You could step up to the Corolla XRS, fitted with a new 2.4-liter engine that makes 26 more horses — but fuel economy takes a 5 mpg hit.)

The interior

Options on the test Corolla included a four-speed automatic transmission; a Bluetooth-, XM- and MP3-capable JBL sound system that sounded good, though perhaps not $1,060 good; a moonroof; an alarm system; and a sport package with performance tires, rear-deck spoiler and power windows and locks. (Yes, power windows are an option in some of the Corolla's five trim levels.) The cloth seats were unremarkable, though leather is an option.

Corolla and Matrix driver legroom is insufficient for tall people, though headroom is good. Rear legroom is typical for a small car. Some carmakers carve out rear knee room in the front seatbacks; the Corolla seatbacks feel hollow but have cloth stretched across them, and rear passengers' knees and the kicking feet of 3-year-olds will surely indent the fabric over time. The Matrix got it half right: One seat has a concave plastic back; one is stretched cloth.

Aspects of the interiors seem cheap. The center console is unpadded hard plastic, and the door armrest has fabric over hard plastic — meaning your right elbow goes numb first, but your left elbow soon catches up. The location of the MP3 jack on the dash, rather than in the double-bin glovebox or center console, means your iPod is sitting out for all to see.

The center stack on the Corolla dashboard is trimmed with vertical pieces of bright plastic, and the edge nearest the driver is a visual distraction from the road. The Matrix instrument panel has an extensive hard-plastic panel over the center stack and shifter. A nice corduroy-type fabric covers the Matrix dashboard. It's pleasant to the touch, but like corduroy, it shows finger marks.

One area where hard plastic is used smartly is the Matrix cargo hold and rear folding seatbacks, allowing for easy cleanup after hauling muddy gear or a wet golden retriever. Tie-downs and non-skid strips keep cargo from sliding.

As for the Corolla and cargo, its trunk is huge for its class.

Handling and mileage

The Corolla lacked electronic stability control (it's an option), and the electric power steering felt overly quick and completely unnatural. Steering required constant small corrections, and in simulations of accident avoidance at 30 to 40 mph, the car felt alarmingly on edge.

The Matrix had electronic stability control, and thanks to the ESC and possibly the all-wheel drive, it handled far better than the Corolla.

The Corolla cabin was quiet, almost Camry quiet, and the ride was smooth and composed. Because of its open wagon body style, the Matrix interior had road noise.

As for fuel economy, the Corolla yielded 27.9 mpg in mostly city driving, while the Matrix got 20.9 — those numbers matched each car's EPA city rating.

The pros and cons

These cars face competitors that are more fun (Honda Civic, Mazda3, Saturn Astra, even Toyota's own Scions) and less expensive — sometimes far less (Hyundai Elantra, Ford Focus). Mileage on most of these isn't as good, but it's close.

On the other hand, some (Volkswagen Jetta, Mini Cooper) would kill for Toyota's reputation for reliability.

And the Corolla's mileage is almost as good as the new crop of subcompacts (Toyota Yaris, Honda Fit, Nissan Versa or Chevrolet Aveo), but with its quiet cabin and smooth ride it feels like a more substantial car than these.

A final value note: If you like the Matrix but want to spend less, buy a Pontiac Vibe. Mechanically, they're the same car. Yet the Vibe makes Edmunds.com's Lowest True Cost to Own list (www.edmunds.com/reviews/tco/2008/index.html) while the Matrix does not. (Nor does the Corolla.)

Starting MSRP for a basic Vibe is $300 less than for a basic Matrix, and the disparity grows as you add options. A Vibe that's equipped like the test Matrix beats its sticker price by $1,400. With that kind of upcharge for the Matrix, its Toyota badge ought to be goldplated.