On Sale: March 2009 Expected Pricing: $14,500-$19,500
The soon-to-be-released Soul wagon is the Kia for Generation Y.
When the 2010 Kia Soul debuts in the spring of 2009, Kia Motors will move into a market dominated by Japanese manufacturers, competing directly with the Scion xB and xD, the Honda Element and to a lesser extent the Honda Fit. The 2010 Soul is a value-priced, five-passenger five-door geared toward trend-conscious, 20-something buyers. With the typical price advantage Korean brands offer, it promises a lot of youth-oriented transportation for the money.
Like many of its established competitors, the Soul is a twist on basic, two-box automotive design, with a bit more adornment or body jewelry than either the Scion xB or Honda Element. It's appearance can change dramatically, depending on which wheels, color combos and dealer accessories an owner chooses.
By most exterior dimensions, Soul comes within an inch of both the xB and Element. It's built on the same basic underpinnings as the Kia Rio sedan and hatchback, but it's packaged more like Kia's Rondo mini-minivan. It's much taller and bit wider than the typical subcompact sedan, and it delivers an impressive amount of interior volume for the footprint it makes in a parking space.
Soul's back seat provides ample room for six-foot passengers, even when the front seats are positioned for occupants of equal stature. There's decent cargo space behind the back seat, too, and the seat folds flat quickly for expanded hauling capacity, accessible though both the rear side doors and the rear hatch.
Overall, the interior is one of Soul's strengths. The dashboard features a prominent center pod with large knobs for the climate controls and audio system, and there are several storage spots available to front-seat passengers. The finish doesn't seem cheap, either. In general, the plastics and fabrics look good.
The Soul will be offered with two engines. The base model comes with a 1.6-liter inline four generating 122 horsepower and 115 pound-feet of torque, while three upgrade trim levels feature a 2.0-liter four delivering 142 hp and 137 lb-ft. Both engines have continuously variable valve timing, and they come standard with a five-speed manual transmission. An automatic will be optional with the 2.0-liter engine.
Soul's front suspension applies an independent strut design, like virtually every small, front-drive vehicle built today, while the rear uses a solid, torsion-beam axle. This design keeps the rear suspension mounts from seriously encroaching on interior space, but it typically means at least a slight decrease in ride comfort compared to an independent rear suspension.
A test drive in a pre-production Soul provided some predictive impressions. The 2.0-liter engine is neither the smoothest nor the crudest four-cylinder currently sold. It delivers torque evenly across its rev range and pulls strong up to its 6,000-rpm power peak. The Soul accelerates with as much verve as any of its competitors, at least with the manual transmission, and Kia predicts class-leading EPA mileage ratings.
The test drive didn't include an automatic-equipped Soul, but experience does not bode well. The optional automatic is a four-speed, rather than the five-speed offered in some competitors, and it could work to zap some of the engine's energy. It's no accident that the automatic will not be offered with the smaller Soul engine.
When in goes on sale in March 2009, the base Soul will come with 15-inch steel wheels, plastic wheel covers, a standard USB connection and power points inside. More expensive variants will offer alloy wheels up to 18 inches in diameter. Specific content for the four trim levels is still being sorted, but Kia says all but the base model will come with features like Bluetooth connectivity and dark-tinted solar glass. The 325-watt audio upgrade sounds like it belongs in a more expensive car.
Exact prices are expected in December 2008. Meantime, Kia executives say the Soul will start in the "low teens," and it "won't break 20" with all the factory options. The company promises a host of dealer-installed accessories, including body kits, stick-on graphics and snazzy, aftermarket-style wheels, as soon as the car debuts.
Nothing about the Soul suggests it can't hold its own with more familiar competitors for even less cash. Considering Kia's lengthy warranty, Soul could hit spot-on its Gen-Y target.
On Sale: First Quarter 2009 Expected Pricing: $15,500-$23,000
The 2010 Mazda 3 is an all-new car. The only exception is that the base engine and transmission will be brought forward from the 2009 model. This latest generation of the Mazda3 will debut as a four-door sedan; a new five-door hatchback will arrive later.
Styling of the new Mazda3 follows current Mazda trends with a smiling face, sculpted front fenders and LED taillights, and dual exhaust on top models. There is a decided forward slant to the window line that's doubled in the lower doors, the net effect being a small-scale version of the 2009 Mazda6. It's a little bit larger outside, with a roomier rear seat and trunk. The low-aero-drag bodywork should pay dividends in wind noise; Mazda claims best-in-class for that and road noise.
The 2010 Mazda 3 will be offered in five four-door variants: the 2.0-liter Mazda3i SV, Mazda3i Sport and Touring trim levels, plus the 2.5-liter Mazda3s Sport and Grand Touring models.
The 2.0-liter engine is expected to be rated at 148-horsepower with city/highway fuel economy expected to be about 25/33 miles per gallon. Mazda 3i models offer a choice of five-speed manual or a new five-speed automatic; the automatics allow manual selection in the racing format forward-to-downshift, back for upshift.
A new 167-horsepower 2.5-liter engine goes in the Mazda3s with a six-speed manual or five-speed automatic. The 2.5-liter is expected to get fuel economy around 22/29 mpg city/highway. The 2.5-liter Mazda3s can be identified by its dual exhaust outlets.
The cabin is all new for 2010, with larger, more contoured seats, revamped control gear and a split-layout dashboard that provides engine data and road speed directly ahead of the driver and ancillary information in shaded brow along the top center of the dashboard. We've looked at it and found the materials and finishes to Mazda's contemporary and comfortable standards.
Suspension and steering systems have been refined for 2010 to deliver the agile handling characteristics the previous model was noted for while improving ride comfort and road isolation. Six airbags and active front head restraints are standard across the board.
All models use the same suspension and steering layout and come equipped with antilock disc brakes. All come with power windows and mirrors, split folding rear seat. All come with six airbags.
The base SV model will come with a black cloth interior and five-speed manual gearbox. Top models will come with heated leather seats, electronic stability control, alloy wheels, automatic bi-xenon adaptive headlights, rain-sensing wipers, Bluetooth, power driver seat with memory, and electroluminescent gauges. A moonroof and 6CD 242-watt Bose surround sound system will be offered on 2.0-liter Touring models, while 2.5-liter models also offer navigation, Sirius satellite radio, and keyless operation. No official word yet on the possibility of a new MazdaSpeed3 performance model.
On Sale: Late 2008 Expected Pricing: About $17,000
When Hyundai redesigned its compact Elantra for the 2007 model year, the company dropped the hatchback body style, keeping only a four-door sedan. At the 2008 Chicago Auto Show, Hyundai announced that a hatchback is returning to the lineup in the form of the 2009 Elantra Touring.
Compared to the sedan, the Elantra Touring will be more sport oriented. It will have four doors and the same 2.0-liter four-cylinder engine, but will also feature a sportier suspension, a lowered ride height, a short-throw shifter, and larger wheels and tires.
To the MacPherson strut front and multilink rear suspensions, the Elantra Touring adds 24 percent stiffer front springs, 39 percent stiffer rear springs, larger front and rear stabilizer bars, unique dampers, and more direct steering. While the sedan offers 15- and 16-inch wheels, the hatchback will have 16- and 17-inch wheels with lower profile tires.
The 2.0-liter four-cylinder will send its 141 horses to the front wheels via a four-speed automatic or five-speed manual transmission. The automatic gets Hyundai's Shiftronic manual shift gate, while the manual comes with a B&M Racing short-throw shifter.
The Hyundai Elantra Touring will also come with a higher level of standard features versus the sedan: Traction control and electronic stability control will be standard, as will ABS with brake assist and electronic brake-force distribution. Other standard features will include air conditioning, tilt/telescoping steering wheel, power windows and door locks, heated mirrors, remote keyless entry, eight-way adjustable driver's seat with lumbar support, a 172-watt AM/FM/XM audio system with six speakers, and fog lights. USB/iPod auxiliary inputs will also be standard. When an iPod or flash drive is plugged into the USB port, it will charge the iPod, provide access to tracks through the steering wheel audio controls or radio, and display song/artist/title information on the audio head unit. The Elantra Touring will also offer a Premium-Sport package that adds a power sunroof, heated front seats, and P215/45VR17 tires on alloy wheels.
A hatchback body style means more efficient packaging. The Elantra Touring will have a 106.3-inch wheelbase, which is 2 inches longer than the sedan's, but it will also be about one inch shorter. The sedan offers 14.2 cubic feet of trunk space. The Elantra Touring will have 24.3 cubic feet of cargo room behind the second-row seats and a total 65.3 cubic feet with the 60/40 split second-row seats folded flat. There will also be a shallow storage area beneath the rear cargo floor. Hyundai says the Elantra Touring will have more interior volume than any four-door hatchback in its class.
Pricing had not been announced at press time, but we expect the Elantra Touring to start at around $17,000 when it goes on sale late this year (fall 2008).
On Sale: Spring 2009 Expected Pricing: $14,500-$17,500
The 2009 Nissan Cube goes on sale this spring and it should stand out in terms of style while offering practicality and fuel efficiency.
Nissan jumps into the box business in early 2009 with the first American offering of the Cube, now on its third generation in the Japanese market. It has elements of the Honda Element and slices of Scion xB in style, and it's close to the original xB and VW Rabbit in size.
The front end looks like a bulldog in sunglasses, its rounded pillars and posts hearken to school math sets and subsets exercises, and an asymmetric rear window will help it stand out. When was the last time you saw curves at the leading edge of a back door or different window lines on each side? Sharing a platform with the Nissan Versa suggests some collaboration with Renault, and the Cube could pass as the modern interpretation of an old Gallic delivery wagon. From dead astern it looks like a giant C-shaped letter opener.
Fun function is the objective inside, with a sliding second row seat that rises as it travels rearward. The Cube seats five people. The cargo door opens to curbside, making it better for loading and unloading at the airport.
A defining design theme is that of water droplets. A quick look at the speakers or headliner ripples emanating from the cabin light will show exactly what we mean. Clear, concise gauges ride in the wavy dashboard, while an unusual climate control panel graces the center panel. Useful details include removable multi hooks for cargo, stylish cupholders and available Bluetooth, Intelligent Key/pushbutton start, XM radio, iPod interface, rear park assist, and a Rockford-Fosgate sound system.
Cube uses the same 1.8-liter four-cylinder engine used in the Versa rated at 122 horsepower and 127 pound-feet of torque. It's coupled to a six-speed manual or continuously variable transmission. The CVT automatic gets slightly better mileage than a conventional automatic. We expect EPA fuel economy ratings to range from 25 to 27 mpg in the city, 30 to 33 mpg on the highway. So the Cube should be inexpensive to operate.
A long wheelbase relative to its length suggests the Cube ride will be chop-free, and the tight turning circle and electrically assisted steering should make parking child's play.
Safety equipment includes six airbags and electronic stability control, which incorporates traction control and anti-lock brake management. Power locks and windows, intermittent front and rear wipers are standard along with all sorts of witty design elements and gadgets.
The 2009 Nissan Cube will be offered in 1.8, 1.8 S and 1.8 SL models with equipment and price expanding alongside the character count. Dealer accessories will allow further personal customizing touches, including bits like wheels, pet blankets, and illumination kits.
The small car is king. Truly, in this time of gas price roller coaster rides, environmental activism and economic uncertainty, people who can make the switch to small and efficient vehicles are doing so, and in droves. This is especially the case when you see and drive the thoroughly new 2009 Honda Fit: there's little by way of sacrifice if you choose Honda's smallest car, from its innovative and upgraded interior to its fun-to-drive character and efficient bottom line. Simply put, the Honda Fit fits what many people actually need from their cars.
Of course, Honda sees what's going on, and is aggressively trying to stay one step ahead of an ever-growing crowd of competitors like the Nissan Versa, Scion xD and more. To that end, they've kept the Fit fresh, giving it a redo just two years after its debut in North America as a 2007 model.
Changes for 2009 include a new, more upscale and driver-friendly exterior design and an improved interior with better materials and seats.
About those seats. When it debuted for the 2007 model year, the Fit immediately become known for its amazingly configurable interior. Called the magic seat, because of the multitude of ways in which the second row could be folded, this feature remains largely unchanged for the 2009 model year, the only difference being the deletion of the "refresh" mode as one of the possible configurations, and the addition of a secret compartment at the seat bottom.
Other improvements for 2009 include better performance and slightly more power on the road. Honda's new 1.5-liter inline four-cylinder engine gives the Fit slightly more horsepower and torque, while upgrades to chassis and suspension components improve the overall ride and handling experience. Of course, larger standard wheels have a little to do with that, as well, but overall the Fit is sized just right for today's fun-minded, economy-required consumer.
The Fit is fuel efficient, earning an EPA-estimated 27/33 mpg City/Highway. The 1.5-liter engine delivers 117-horsepower at 6600 rpm and 106 pound-feet of torque at 4800 rpm.
Model Lineup
The 2009 Honda Fit comes in two models with three trim variations, Fit, Fit Sport ($16,060), and Fit Sport with Navi ($17,910). The primary differences center around equipment and technology upgrades. The Fit Sport offers one-inch larger wheels, and the Fit Sport with Navi includes satellite navigation and Vehicle Stability Assist (VSA).
The Fit comes with a five-speed manual gearbox ($14,550) or a five-speed automatic ($15,350). Standard features include 15-inch wheels, black side mirrors, telescoping steering wheel, auxiliary input jack for your iPod, MP3/WMA playback and 160-watt stereo with four speakers.
The Fit Sport ($16,060) upgrades with larger wheels wheels, a sporty front bumper, body-colored side mirrors, keyless entry, leather-wrapped steering wheel, USB connectivity, a driver side armrest and map lights. The Sport comes with a five-speed automatic or five-speed automatic transmission with sport mode and steering wheel-mounted paddle shifters ($16,910).
The Fit Sport with Navi ($17,910) comes with manual transmission or five-speed automatic with paddle shifters ($18,760). The Fit Sport with Navi adds satellite navigation and Vehicle Stability Assist (VSA).
Safety features on all models include front and side airbags and side curtain airbags.
Walkaround
Though the Fit has always been considered modern, few people considered the outgoing 2008 model stylish. That changes with the 2009 Honda Fit, thanks to a new style that's functional and attractive, with sharply styled headlights, larger front quarter windows and a more aerodynamic front design.
The improved look makes the Fit arguably the most appealing small car in its class, avoiding some of the quirks found on competitors such as the Scion xD while improving the practical nature of the car, ala more visibility. Additional design changes for 2009 include a wider stance, more aggressive fender flares and sharper character lines along the side.
Interior Features
Since it debuted in 2007, what's inside the Fit has been perhaps its most talked about feature, in good and bad ways. Case in point: while the seats configure into a multitude of handy ways, the quality of the materials left many wanting.
For the 2009 model year, Honda has improved critical elements of the interior while leaving the awesome utility of the little car mostly intact. For example, the Fit gets new front seats and sits taller and wider, providing slightly more room for passengers.
The materials feel more ample and durable, and the center stack layout is among the easiest, most intuitively placed schemes we've seen in some time. The large knobs that control the environment and settings curve around the stereo controls on the driver's side, making the design stylish and easy to reach, though the plastic controls felt a bit thin to the touch.
Another high point of the new interior are the in-dash cupholders and split glovebox, though both upper and lower boxes are too small to be of much use. Even with all these changes, the best thing about the Fit hasn't changed much: magic seats. No, they won't transport you like George Jetson or Aladdin, but Honda's magic seats do move in a number of ways, from folding flat for utility and up for tall objects. There's even a small storage compartment under the seats for small items.
Space inside the cabin ranges is almost-spacious in front and adequate in back, especially for a car this size. Surprisingly, the 2009 Fit offers slightly more cargo volume than even the spacious Nissan Versa.
Comfort-wise, the Fit feels large inside, thanks to its expansive green house and new seats. Visibility from the driver's seat is excellent. The side mirrors are 30 percent larger than those on the outgoing model. The most noticeable difference is up front, where a broader front windshield and close-up seating improve sightlines and feel for the road. Slender roof pillars front and rear minimize blind spots and create a more airy feel to the cabin.
Driving Impressions
The Fit is fun to drive. For everyday driving it's an obedient and comfortable conveyance, thanks to new seats and suspension changes that smoothed out the previous model's ride.
While the Fit's power supply is modest, we found driving a model with either the manual transmission or automatic with paddle shifters upped the fun meter by allowing drivers to dip down into the vehicle's torque band when needed.
Fit delivers an EPA-estimated 27/30 miles per gallon City/Highway, so it's a nice fit between fun-to-drive and frugality.
Case in point: on twisty corners, the Fit is much more fun, and almost as efficient as the Scion xD or Nissan Versa. Most of the time, the rear of the car nicely follows the front, even under aggressive duress, and with a new electric steering set up that's improved, but still lacks touch, the Fit communicates its intent clearly, if not with authority. We found the Fit to be quite tossable, the kind of car that's easy and predictable under spirited driving, without much wallow or ungainly lean in the corners.
We found that the clutch and throw play on the manual transmission was easy to manipulate and quite fun to operate.
Perhaps the most unsettling aspect of driving the Fit is the noise: the engine squeals when you hammer the throttle, whining and moaning its displeasure even during normal driving situations, like accelerating from a stop light. You get a more muted response from the competition.
Summary
The Honda Fit offers a compelling balance of economy, fun, interior convenience and comfort. It offers engineering excellence and value. From a healthy list of standard safety equipment to multiple seat configurations and ample storage room, the Fit simplifies your life. Drawbacks include a noisy and thrashy ride, slightly numb steering and a small (split) glovebox.
Brian Chee filed this report to NewCarTestDrive.com after his test drive of the Honda Fit models in Southern California.
2009 Mitsubishi Lancer Fresh, sporty lineup features economy to Evo.
By New Car Test Drive
Overview
The Mitsubishi Lancer lineup features a full range of sporty compact sedans. The Lancer ES and bare bones DE are oriented around economy. The Lancer GTS kicks it up a notch with a bigger engine. Enthusiasts will spring for the Ralliart for its sporty performance, while would-be racers will go for the Evo with its racecar levels of performance. The Lancers use four different four-cylinder engines, ranging from 152 to 291 horsepower.
The Lancer models were completely re-engineered and redesigned for the 2008 model year. They feature an aggressive front fascia and a wedgy profile. The GTS, Ralliart, and Evolution boast rally-inspired bodywork. The new Ralliart model joined the lineup for 2009.
All are four-door compact sedans. Inside, there's roomy seating for five. Instruments and dash are pleasing to the eye, and control knobs and switches for the various functions are easy to use.
The Lancer ES is a well-built and good-looking 2.0-liter economy car that gets a EPA combined fuel economy of 25 or 26 miles per gallon (30 mpg Highway with 2.0-liter engine and manual five-speed). The base Lancer ES lacks the visual flair of the others, but choose the optional Sport package and the ES offers much of the eye-catching appeal of the Evo at half the cost. A stripped-down model is available called the DE, but it's primarily intended as a fleet model with air conditioning optional.
The Lancer GTS features a new engine, slightly larger at 2.4 liters, and might be the best bang for the buck if you don't need the all-wheel-drive offered by the Ralliart.
The Lancer Ralliart is an all-new model for 2009. It's meant to provide a taste of the Evo's performance while making more compromises for the street. But since the Evo's comfort is fine on the street (easier on the bones than the Subaru WRX STi), the real compromise the Ralliart makes is handling and power, for the price, which may be more what it's about. It's not meant to be at home on the track like the Evo. If you don't do track days, and your ego or image doesn't need to be wrapped in an Evo on the street, you can save money with the Ralliart. The Ralliart is a showcase for a new six-speed twin-clutch automated manual transmission called the TC-SST, with Normal and Sport modes.
The legendary Evolution has evolved to a higher level with the Evo X, the 10th-generation in 16 years of Evolution models. We found the Evo X very easy to drive very hard. We were able to drive it right to the limit on the second lap of an unfamiliar racing circuit, this more a credit to the Evo's predictable handling than our driving prowess. It always seems to do exactly what the driver wants, a benefit of its all-wheel-drive system. It may be the best car on the track for under $40,000, and a solid track entry at any price.
Evolution X uses a racy suspension with forged aluminum control arms, and big brakes with four-piston front calipers. Its engine is a powerfully tuned version of that 2.0-liter intercooled turbo, and makes 291 horsepower. Its all-wheel-drive system is more sophisticated and capable than that in the Ralliart, and the SST transmission has a third mode called Sport Plus, for the track. A six-speed manual gearbox is also available.
Model Lineup
The 2009 Mitsubishi Lancer lineup spans five models of Lancer, spread over four levels of performance, and if you count the two models of the Evo for each transmission, it becomes six.
Lancer DE and ES use a 2.0-liter engine making 152 horsepower, mated to a five-speed manual transmission. Standard equipment on the DE ($14,190) is slim, including a 140-watt, four-speaker MP3 sound system and steel wheels with wheel covers; air conditioning, anti-lock brakes, power locks, and remote entry are optional.
Lancer ES ($16,390) comes standard with air conditioning, cruise control with steering wheel-mounted controls, power door locks with keyless remote, six-way adjustable driver seat, 60/40-split folding rear seatback with folding center armrest, front map lights, floor mats, the auto-up driver-side window, premium fabric upholstery, silver interior accents, body-color outside mirror housings and door handles, second power point, anti-theft security alarm and steering wheel-mounted redundant audio controls and pre-wired Bluetooth switch. Aluminum alloy wheels come standard, and the rear suspension gets a stabilizer bar. The Sun & Sound package includes a 650-watt, nine-speaker, Rockford-Fosgate premium audio system; a six-month, pre-paid Sirius satellite radio subscription; a six-disc in-dash CD/MP3 changer; an auxiliary audio input jack; and a power, tilt-and-slide, glass sunroof. Fog lights are sold by dealers. A Sport package is optional ($800).
Lancer GTS ($18,440) features a 2.4-liter four-cylinder making 168 horsepower. It's mated to either the 5-speed manual gearbox or an optional new CVT automatic (Continuously Variable Transmission) using Sportronic manual shifting with steering-wheel paddles. The six-speaker sound system is standard, along with sport bucket seats. The sport-tuned suspension is tied to pretty 18-inch alloy wheels.
Lancer Ralliart ($26,490) makes 237 horsepower from a 2.0-liter intercooled turbocharged engine, while its suspension and brakes are upgraded from the GTS. It uses just one transmission, a new six-speed twin-clutch automated manual called the TC-SST, with Normal and Sport modes. Automatic climate control is standard, along with sport bucket seats with unique fabric surfaces, and leather-wrapped steering wheel and shift knob. Also standard: six-speaker audio, aero package with front air dam, lower side air dams and rear spoiler, factory-installed fog lights, P215/45R18 tires on alloy wheels. Options include the Sun & Sound package. The Navigation & Technology package includes a GPS-based navigation system storing mapping data on a 30GB hard disk drive (with 6GB set aside for personally recorded audio files). Integrated into the navigation system is the driver information center plus screens displaying, among other things, ambient temperature, barometric pressure and altimeter; vehicle maintenance reminder and calendar; controls for the underlying Rockford-Fosgate audio system and Sirius satellite radio; and customization settings for the Lancer's various interior electronics. Also in this package is Fast-Key, a keyless, proximity-activated, auto-unlock system.
Lancer Evolution comes in two versions, the GSR ($32,990) and the MR. The GSR comes with a five-speed manual transmission. The MR features a computer-shifted, six-speed manual, BBS forged alloy wheels, Bilstein shocks, Eibach springs, two-piece brake rotors (steel disc on aluminum hub for weight savings).
The GSR comes with automatic climate control, 140-watt, six-speaker, multi-media stereo, Recaro bucket seats with manual fore-aft and back angle adjustments, power windows, power door locks, keyless remote entry, floor mats and front map lights, Yokohama ASVAN asymmetrical-tread performance tires with 18-inch, cast alloy wheels. Options include the Sight, Sound and Spoiler Package ($2000) that adds HID headlights with manual leveling; a 65-watt, Rockford-Fosgate premium sound system with eight, strategically positioned regular speakers plus one subwoofer; Sirius satellite radio with six months pre-paid subscription; six CD/MP3 in-dash changer; oversize rear spoiler; and FAST Key entry system, which allows keyless door unlocking and push-button start/stop for the engine. Phantom Black paint ($250) is optional.
The MR adds hands-free Bluetooth cell phone functionality with voice recognition, HID headlamps, the oversized rear spoiler and steering wheel-mounted audio controls (the toggle for the three all-wheel drive modes moves to the center console). The MR Technology Package adds Rockford-Fosgate, Sirius satellite radio, the 30GB HDD navigation system with 7.5-inch touch screen (that also displays video with the transmission in Park), the Mitsubishi Multi-Communication system (on-board computer and information system), and FAST Key.
Safety features for all Lancer models include front air bags, side airbags in front, side curtain air bags, a driver's knee air bag, and tire pressure monitor. Anti-lock brakes with electronic brake-force distribution is also standard for all models but the DE, where it's optional. Active Stability Control is not available with the DE and ES, is optional with the GTS, and standard on the Ralliart and Evo. Front seatbelts have pretensionsers and force limiters to help position users for maximum protection from airbags in crashes. Rear seats incorporate child safety seat anchors and tethers (LATCH).
Walkaround
The Mitsubishi Lancer is a lovely car, even with its fish face. Mitsubishi calls it shark-like, but it's more like a largemouth bass. The nose seems to copy Audi's oversize grille, although the body-colored front bumper perfectly splits it up and minimizes the gaping mouth. And if the angular headlights were human, they would be exotic eyes.
The GTS is cleaner than the Ralliart, which outlines that mouth with a chrome ring, like silver lipstick on a fish. But the Ralliart has a cool aluminum hood with an inset scoop for the turbocharger intercooler, and two functional vents that do resemble shark gills, ta-da. The Ralliart also has flared fenders that house low profile tires. The beautiful 18-inch alloy wheels, a 10-spoke wagon-wheel design, standard on the GTS and Ralliart, add an extra touch of class.
The angular taillamps have that same exotic-eye look as the headlights. They wrap around the rear edges of the car, and cling to yesterday's trend: clear with the actual round lights, red, white, and amber, visible inside. The rear deck is quite short, and both the GTS and Ralliart have a spoiler wing that's so big it nearly fills up the trunk lid. It's not unattractive, but it is overkill. The GTS has one chrome tailpipe, the Ralliart two.
The silhouette is sharp and tidy, and the overall lines are really nice, unlike the more edgy and boxy Subaru Impreza, main competitor for the Lancer. It's very handsome in Graphite Gray Pearl, and Octane Blue Pearl catches the eye. But Rotor Glow Metallic, a bright orangeish copper, is the prettiest color with the most creative name.
The front of the Evo borders on brutish, with a deep spoiler that does double duty, shoving the onrushing air out of the way to keep the front tires firmly planted while forcing cooling air past a sporty looking mesh through the intercooler and radiator. Shark eye-like headlamps curl around the fenders in a stylistic optical illusion masking the longish front overhang. Functional, NACA-like ducts in the hood, like the chin spoiler, serve dual purposes, vacuuming hot air out of the engine compartment, both cooling the powerplant and reducing front end lift.
Interior Features
There's nothing not to like about the interior of the Mitsubishi Lancer. The Lancer ES offers good rearward visibility. The big rear wing on the other models blocks a chunk of visibility out the rear window.
The sport bucket seats on the GTS are comfortable, afford an excellent seating position, and are made of a handsome rugged cloth. The steering wheel has one of the nicest leather wraps we've felt, and is the perfect size for sporty driving. The overall feel for the driver in the GTS is just right. This is another reason the GTS gets our bang for the buck nod.
The optional Recaro seats in the Ralliart seemed to us a bit too tight for everyday comfort. On the track they're terrific, however, so we liked having them on the Evo.
Cubbies and console compartments are good and plentiful, including cupholders between the front seats and in the front door pockets.
The interior is trimmed in faux carbon fiber, stylish and cleanly done. The gauges are tasteful, white-on-black with brushed aluminum rims. The tach and speedo have eaves, a double-hump visor on the dash, that provide shade for the rectangular digital readout that's between them, so you can read its red letters in the sun. It offers the usual information, miles traveled and distance to empty and such, but it's most immediately useful to show, clearly and always correctly (unlike some), the gear you're in, when you have the 6-speed SST transmission in the Ralliart. With that transmission you get butterfly paddles behind the steering wheel, excellent (and rare) because they're long enough to reach without moving your hands when you're holding the wheel in the 10 o'clock and 2 o'clock position.
Rear-seat room is adequate. There isn't much knee room in the otherwise comfortable rear seat. The fold-down, center armrest in the ES and GTS is more stable than it looks, meaning everyday driving isn't likely to spill the kids' soda pop. In terms of roominess, the Lancer is comparable to that of the other cars in its class. Trunk space is also mid-pack.
The Rockford Fosgate sound system sounds terrific, with crisp highs that let us hear the chuckle clearly in Pink Floyd's "Shine on You Crazy Diamond."
Driving Impressions
Driving impressions of the various models vary quite a bit due to their vastly different performance characteristics.
Fuel economy for the Lancer ES is an EPA-estimated City/Highway 22/30 mpg with its 2.0-liter engine and five-speed manual. The automatic loses just one mile per gallon on the highway. The Lancer ES offers decent steering response and tracks well through corners, with no excessive body lean. It tends to lose some concentration when pointed straight ahead for long stretches. The Civic feels smoother, the Mazda 3 sportier. Brake pedal feel is solid in the Lancer ES.
We find the Lancer GTS a compelling value for its balance of enjoyable driving characteristics and affordable pricing. If you don't need all-wheel drive or turbocharged acceleration, the GTS has the style of the Ralliart for thousands of dollars less. It's smooth, spirited and sporty. Its handing is taut at speeds inside the box, and its ride is comfortable: softer than the Ralliart, but still firm enough for good handling.
And it gets good fuel economy. The GTS with its 2.4-liter engine and manual transmission gets an EPA-estimated 21/28 mpg City/Highway.
The GTS brakes are nicely sensitive, and the five-speed gearbox is positive, easy to shift with slick clutch action. There's enough power from Mitsubishi's new 2.4-liter engine that you can definitely feel the front-wheel torque steer under hard acceleration, something absent in the Ralliart despite its horsepower, thanks to its all-wheel drive.
The GTS is quiet and smooth on the freeway, where 80 mph feels like 70, and that's saying something for a small car with a four-cylinder engine. Those good-looking 18-inch alloy wheels are shod with 215/45 Dunlops, while the Ralliart gets the same size Yokohamas, rated for higher speeds.
The Ralliart seems to run right down the middle of the road between the GTS and the Evo. It uses the newly introduced (for 2008) all-aluminum engine, 2.0 liters with intercooled turbocharging, like the Evo, but milder components keep the Ralliart at 237 horsepower, compared to the Evo's 291 hp. Its electronic all-wheel-drive system, which Mitsubishi calls All-Wheel Control (AWC), can be set for Gravel, Snow or Tarmac, but the system is not as encompassing as the Evo's Super All-Wheel Control (S-AWC, got it?).
The Ralliart lacks the Evo's track-ready suspension (with forged aluminum control arms, quick steering ratio, and big brakes with four-piston front calipers). Instead, the Ralliart's suspension and brakes, upgraded a bit from the GTS, come off the Outlander SUV. Surprisingly, the Ralliart's ride can sometimes feel too firm on the street and wear on you, especially when equipped like our test model, with the Recaro seat package. If you think you can drive your Ralliart like an Evo, you'll be disappointed. Not in the power, but in the handling. The difference is apparently in the simple All-Wheel Control versus Super All-Wheel control. When driven hard through the corners on back roads, the Ralliart will understeer and even lurch as its tires try to bite the asphalt. This happens before the stability control kicks in.
The Ralliart comes with a choice of five-speed manual transmission or six-speed Twin Clutch Sportronic Shift Transmission. The TC-SST as it's called is essentially a manual transmission without a clutch pedal. This twin clutch design now prevails as the method for shifting manual transmissions without a clutch pedal, either automatically or with paddles. Many are built by the German company Getrag, but Mitsubishi builds its own.
On the road with the Ralliart in Washington's Cascade Mountains, we found the Sport Manual mode worked exceptionally well, providing sharper downshifts and quicker upshifts; and Normal Drive works so smoothly you can scarcely feel the relaxed upshifts. But Sport Drive confuses the transmission; it upshifts and downshifts at inconvenient times, inconsistently. The fourth possible mode, Normal Manual, is pretty much a contradiction, unless you just like to play with the paddles. Which, by the way, are about the best in the business. They're graceful magnesium, and long enough that you can reach them with your fingers while your hands remain on the steering wheel at 10 o'clock and 2 o'clock. We preferred Sport Manual for sporty driving, Normal Drive for around town. We found that it takes couple blocks on cold mornings for the transmission to shake off some sluggishness.
As for the Evo, we think it's simply the best. You won't find a car that's more at home on the track than the Evo X, especially not for less than $40,000.
The Evo X is about 320 pounds heavier and has 14 less horsepower than its main rival, the Subaru WRX STi, but it feels more precise and more nimble, thanks to its 13:1 steering ratio compared to the STi's 15:1. The Super All-Wheel Control integrates all of the electronic dynamic controls, including Active Center Differential and Active Yaw Control in the rear differential. The TC-SST transmission has a third mode, called Sport Plus, for the track. You can turn the stability control entirely off, and it still feels balanced on the track. We found the SST Auto mode best for consistently quick runs through an autocross circuit.
We drove three models of Evo at Pacific Races. The Evo GSR, with the five-speed manual gearbox, was great. The Evo MR, with the paddle-shifting sequential manual six-speed, along with Bilstein shocks and lighter rotors ($5000 more), was greater; and the super Evo was the greatest. For another $2500 you get 70 more horsepower, a total of 360, thanks to a freer intake, exhaust, and chip. We hit 140 on the sweeping bend on the front straight, and the Evo tracked steady where a lot of race cars do a scary twitch.
The four-piston Brembos slowed it down to 70 for the turn at the end of the straight, quickly and without drama. A lot of laps were driving on the Evos that day, and the brakes never got soft or faded. Only three laps at a time, but that's more than could be said of most high-performance sedans.
Turbo lag is almost non-existent. Power delivery from the turbocharged 2.0-liter Evo engine is linear, more like a V6.
Summary
Mitsubishi has everyone covered in the compact class with the 152-hp Lancer ES for those with their minds on economy; the 168-hp Lancer GTS for those with spirit and an eye for value; the 237-hp Ralliart for those with a sense of adventure; and the 291-hp Evo for those with a need for speed. The best news is that these four look enough alike that maybe you can split your personalities.
NewCarTestDrive.com correspondent Sam Moses drove the Lancer Ralliart at Pacific Raceway near Seattle; Tom Lankard test drove the Lancer ES in Santa Monica and Evo in Phoenix; editor Mitch McCullough drove the Evo at Firebird Raceway near Phoenix.
The Nissan Versa is an excellent choice among subcompacts. It's big and roomy inside with decent head room and legroom and lots of hip room, making it a good choice for larger drivers. Its big, cushy seats are comfortable. Back-seat passengers will find rear-seat leg room as good as that in larger cars and SUVs. The cabin is nicely finished and offers all the modern conveniences.
It offers the small-car virtues of nimble handling, easy parking, and lively yet efficient performance. Versa delivers an EPA-estimated 31 mpg on the highway with the automatic, 33 mpg with the manual transmission.
The Versa is slightly bigger than the lower priced Toyota Yaris and the more expensive Honda Fit. All three are subcompacts designed with tall rooflines for increased interior comfort and visibility. The Versa is the smallest car you'll find in Nissan showrooms: smaller and less expensive than the compact Nissan Sentra, but offering greater interior space and more versatility.
The Versa has received the highest possible ratings in government and insurance industry crash tests, though keep in mind that's among small cars (five stars from the National Highway Traffic Safety Administration; and a "good" rating from the Insurance Institute for Highway Safety). Versa safety features include dual-stage frontal air bags, front-seat side-impact air bags for chest protection, and roof-mounted curtain air bags for head protection.
Versa went on sale as a five-door hatchback in July 2006, with a four-door sedan following in January 2007. Combined, the sedan and hatch sold more 59,000 units in less than one model year. For 2009, Nissan has simplified the model lineup by reducing the total number of body, trim, and transmission combinations from nine to six. The Sport Package is restricted to the hatchback.
Bottom line, the Nissan Versa is a big small car with comfort, performance and versatility. It's roomy and offers good fuel economy.
Model Lineup
The 2009 Nissan Versa is available as a four-door sedan or five-door hatchback, each in two trim levels. All are powered by the same 122-horsepower 1.8-liter four-cylinder engine driving the front wheels.
Versa S ($12,990) comes standard with cloth upholstery; air conditioning with micro filter; four-speaker, 120-watt AM/FM/CD stereo; tilt steering column; and 185/65R15 tires on 15-inch steel wheels. A six-speed manual transmission is standard, a four-speed automatic transmission is optional ($1000). Versa S comes in sedan and hatchback body styles; the hatchback features a 60/40 split folding rear seat. Options include cruise control ($200), and a Power Package ($700) consisting of power windows, power door locks, remote keyless entry, door armrest pads, rear door map pockets, and a glove compartment light.
Versa SL sedan ($15,990) and hatchback ($16,210) upgrade with premium woven seat fabric, a more adjustable driver's seat, center armrests front and rear, the Power Package, cruise control, a 180-watt stereo with an in-dash 6CD changer and MP3 capability, and 15-inch machined alloy wheels. Sedan and hatchback both come with split folding rear seats. A six-speed manual is standard. The CVT automatic ($1,000) is available for the hatchback, while a four-speed automatic transmission is an option for the sedan ($750).
Options include a Convenience Package ($650) with an Intelligent Key system, Bluetooth hands-free phone connectivity, leather-wrapped steering wheel, and steering wheel-mounted audio controls. The Moonroof Package ($600) adds a power glass sunroof and illuminated visor vanity mirrors. A Sport Package ($700) for the hatch adds fog lights, a rear roof spoiler, side sill extensions, and unique front and rear fascias. The Audio Package ($300) consists of a 100-watt Rockford-Fosgate stereo with premium speakers and subwoofer. An iPod interface ($270) and XM Satellite Radio ($150) are available. Accessories include splash guards ($110), floor mats ($155), auto-dimming inside mirror ($125), interior accent lighting ($300), and aluminum kick plates ($130). A rear roof spoiler ($250) and a new cargo organizer ($160) can be added to the hatchback.
Safety features include frontal airbags, side-impact airbags, roof-mounted curtain airbags, front-seat active head restraints, and a tire pressure monitoring system. Anti-lock brakes (ABS) with Brake Assist and Electronic Brake-force Distribution (EBD) are an option ($250) on all models.
Walkaround
The Nissan Versa looks bigger than it is. One reason for that is an exceptionally short rear overhang: Very little of the car extends past the rear wheels.
Coming at you, the Versa is clearly related to the retro-future-cool Quest minivan, with a smaller rendition of the same flying-V grille that seems to cantilever off a strong center post, emphasized at either end by classy, triangular headlights. Similarly, a tall, steep windshield aids space efficiency in the van and in the Versa as well.
It's very different at the Versa's near-vertical rear, where the little Nissan almost looks like a hatchback BMW never built. The bottom edges of the tailgate angle sharply inward to clear the cat's-eye taillights. We're guessing it was designed this way to allow those trapezoid taillights to stay on the body rather than being mounted on the tailgate itself. It gives the rear end a unique character, though the tailgate opening is smaller than it otherwise could be.
The sedan is nearly seven inches longer than the hatchback and has a more conventional rear end. The sedan is handsome enough, with its long, tapering sail panels.
We find the hatch more appealing. We like its distinctive styling and find it more versatile than the sedan.
Interior Features
The huge front seats in the Nissan Versa are roomy and comfortable. As with the other cars in this class, the Versa driver gets lots of legroom and headroom. In terms of hip room, however, the Versa is a real standout. The width and the substantial structure of the front seats may make the Versa a great choice among subcompacts for big drivers. The cloth-covered seats are comfortable without being too soft and offer plenty of side support.
The back seat is particularly impressive. As you get in you'll be pleasantly surprised by the size of the rear door and how the front edge of the rear wheel well does not intrude as you step in. There are many larger four-door sedans and even many large SUVs that have smaller rear door openings. Even a six-footer shouldn't feel cramped as the rear seat legroom is at or near the top of the class. The Versa sedan gives up about half an inch of rear-seat headroom to the hatch, but that's not all that much.
Nissan has made sure that most of the surfaces you touch, such as the armrests and door handles, have a soft feel to them. No hard plastics here.
The instrument pod contains three large, well-recessed gauges that are easy to read. The speedometer takes pride of place in the center and almost seems as if it is floating over the other two gauges.
Controls for the dash mounted radio and CD changer are well integrated into the center stack, and although they are not very large they are easy to see and comprehend. There is a large volume knob in the center with a very visible power button. Three functional, conventional knobs operate the climate control system. All in all there's nothing fancy about any of the controls, although everything looks well finished. Two large cupholders are conveniently located under the center stack.
The optional Intelligent Key allows for keyless starting of the engine, something that up until now has only been available in luxury cars. We don't recommend it. Tow truck operators tell us they get a lot of calls dealing with keyless starting systems. And we don't find them a big benefit.
Cargo versatility is a strong point for the hatchback. There's a generous 17.8 cubic feet of cargo space with the rear seats in place. Fold them down and you've got 50.4 cubic feet, which is almost as much space as you'll find in a small SUV. Part of the reason for the spacious rear cargo bay is the careful design of the rear suspension so that no strut towers intrude into the interior. The versatility of the three-door hatchback is one of the unsung tales in the world of automobiles.
The sedan offers a 13.8 cubic-foot trunk, which is good for the class.
Driving Impressions
The Nissan Versa gets an EPA-rated 27/33 mpg City/Highway. One of the reasons for its excellent highway economy is its continuously variable transmission, or CVT. Nissan has been a standout in this technology; it's so well integrated into the Murano that drivers often don't notice it was anything other than a regular automatic.
A CVT doesn't shift gears like an automatic transmission. Instead, a segmented belt rides up and down on cone-shaped pulleys to vary the speed ratio between the engine and the drivetrain. It works more efficiently than a traditional automatic, which is why the Versa equipped with a CVT delivers such good highway mileage. Around town it has the same economy as a manual transmission, better than an automatic, in other words.
A four-speed automatic transmission is available for the Versa, though we expect it may be phased out. A six-speed manual remains for drivers who prefer shifting gears.
We've been pleased with the Versa. It has plenty of zip and there's no problem merging into traffic on a fast free-flowing freeway. When you stomp on the gas pedal the sound of the engine revving instantly before the car accelerates, a phenomenon of the CVT, can be a bit disconcerting at first. We found it not unpleasant, in fact it sounds kind of fun. In regular stop-and-go traffic under slow acceleration there is no sensation other than the car moving forward smoothly with no sound or feel of shifting gears. It's certainly a far cry from the clumsy gear shifting once common on small four-cylinder cars with three- and four-speed automatics.
On winding roads in Tennessee, near where Nissan is building its new U.S. headquarters, we found the car's handling to be perfectly adequate. It's not sporty like a Mini Cooper, nor is it sloppy like budget cars of a few years ago. Sporty drivers might wish for more feedback from the steering and more power, but there's no reason for others to complain.
The Versa is one of the first cars in this price category to feature electric power steering. In the past we have been disappointed in the poor feel of electric steering, but Nissan seems to have designed this system so it feels just as good as any hydraulically powered steering. No complaints here.
Thanks to the long wheelbase with wheels pushed out toward the four corners, the ride is better than one usually expects from a small car.
The brakes are fine. We recommend ordering the anti-lock brakes (ABS) with electronic brake-force distribution (EBD) and Brake Assist for their ability to help you avoid an accident.
Summary
The Nissan Versa delivers decent performance and has a surprising amount of interior space. It feels bigger than it actually is, which is a good thing. There's lots of room for back-seat riders. The hatch offers big cargo space. The Versa gets excellent fuel economy, particularly on the highway. The CVT works well, though it will feel a bit different at first.
New Car Test Drive contributor John Rettie filed this report from Nashville, Tennessee. John F. Katz added some commentary.
The 2009 Pontiac Vibe is a new, second-generation design that shares most of its mechanical parts with the Toyota Matrix. The Vibe is more refined, visually cleaner and appears to have more equipment for the money than its predecessor. The lineup features an array of models with a choice of engines and all-wheel drive making the Vibe attractive to a variety of drivers. It's a logical, flexible compact that should appeal to everyone from high-schoolers to empty nesters.
Virtually every component on the 2009 Vibe is new or heavily revised. The standard 1.8-liter engine is more powerful and efficient than its predecessor, and a larger 2.4-liter is available. An all-wheel-drive version is available and, like the engines, this particular system has been proven in hundreds of thousands of vehicles. Given Toyota's engineering history these cars should prove reliable and cost-effective.
The new 2009 Vibe is larger than last year's model, though at 172 inches it is still a reasonable size and makes good use of the real estate occupied. It will carry four people, five if some are kids. It can carry pets, the occasional wakeboard or even a mountain bike with the front wheel off.
All Vibes use regular unleaded fuel and rate at least 20 mpg in the city. The 2.4-liter AWD and the GT push 30 mpg on the highway, while the 1.8-liter engine and five-speed manual gets an EPA-rated 26/32 mpg City/Highway. We preferred the five-speed manual with the 1.8-liter, which made it fun to drive and responsive, but we preferred the 2.4-liter with the five-speed automatic.
One could argue the Vibe is an alternative to compact hatchbacks (Honda Fit, Nissan Versa, VW Rabbit), the short van/big hatchbacks (Mazda5, Kia Rondo), small crossovers (Honda CR-V, Kia Sportage/Hyundai Tucson, Nissan Rogue), and all the other little runabouts less easy to categorize (Chrysler PT Cruiser, Chevy HHR, Dodge Caliber, Scion xD, Suzuki SX4). Some of those may be faster, bigger, or less expensive than the Vibe, but the Vibe represents a good balance of all and will fill many needs without many expenditures.
Model Lineup
The 2009 Pontiac Vibe is offered three ways: Vibe, AWD, GT.
The base Vibe uses a 1.8-liter engine and five-speed manual gearbox and includes cloth upholstery, 60/40 split-fold rear seat, AM/FM/CD stereo compatible with MP3/WMA files, input jack and XM satellite radio, tilt-and-telescoping steering wheel, electroluminescent gauges with tachometer, power mirrors, intermittent wipers, stability control, engine immobilizer, and 16-inch steel wheels. Options include air conditioning ($950), six-speaker radio upgrade, preferred package ($850) with power locks and windows, keyless entry, and cruise control; smoker's package, and cargo cover. A four-speed automatic transmission is optional ($850). The 2.4-liter engine is optional ($400) and can be ordered with a five-speed automatic ($1050).
Vibe AWD (all-wheel drive) comes with the 2.4-liter engine and a four-speed automatic because it is integral with the drive system; it also comes with an independent rear suspension and larger rear brakes. Options include the preferred package ($1,070) with power locks and windows, keyless entry, cruise control, and variable intermittent front and rear wipers; the Sun & Sound package ($1285) with moonroof, 320-watt Monsoon sound system, leather-wrapped steering wheel and shifter; fog lamps, 17-inch alloy wheels, and antitheft system.
Vibe GT uses the 2.4-liter engine and five-speed manual. Rear brakes are larger yet, the wheels 18-inch alloys, the suspension is firmed up a bit, and it gets sportier seats, features like power windows/locks and cruise control, more aggressive bodywork, fog lamps, and rear spoiler. GT options consist of five-speed automatic transmission ($1050), sunroof ($700), antitheft system ($295); cargo cover and engine block heater.
Safety features on all models include front airbags, front side-impact airbags, side curtain airbags, electronic stability control, antilock brakes with brake assist, tire pressure monitors, and daytime running lights.
Walkaround
The 2009 Vibe employs Pontiac's twin-trapezoid grille split by the vertical arrowhead emblem, with dual-light elements in singular clear housings; the honeycomb mesh of the grilles is mirrored inside the headlight housings and some upholstery.
Below the bumper-cover is a secondary wide grille with fog lights outboard; GT models have a deeper, more aggressive front end. While it's still quite restrained and free of cladding relative to past Pontiacs, small affectations in the form of black plastic, non-functional vents are adjacent the fog lights and ahead of the rear wheel; the latter will be a nuisance to keep clean.
From the side, the Vibe looks like the bows that might go with the arrowhead logo; a long, nearly straight windshield line arches over above the front window and stays straight as it carries all the way to the rear pillar. The Vibe follows current trends in the smaller window area to visually eliminate some of its height.
The dipped front window line gives a good view forward and of the mirror but despite the small, triangular rear quarter-window the rear corners could still obscure your view for backing into tight spaces.
All the lines flow nicely, the front lights tapering into the fender, and the fender into the windshield pillar at top and the rocker panel below the doors. A mild scallop in the lower doors and subtly flared wheel openings add dimension without adding unnecessary creases and sharp edges. Larger wheels make it look better, especially in lighter colors that emphasize the fender openings.
The rear aspect of the Vibe is perhaps the plainest, the flat rear window line not flowing like the curves elsewhere. A lower bumper styled to resemble a racecar diffuser helps, and the rear spoiler on GTs will mitigate rear passenger neck sunburn, but the tail doesn't quite have the excitement Pontiac is fond of. On our GT, the radio antenna mast on the centerline ahead of the spoiler was complemented by a smaller satellite antenna set off to the side in a rear corner, a location far less than complimentary in terms of appearance.
Interior Features
Three overlapping nacelles, one of them oval, provide the instrument panel focal point both literally and figuratively. The lighted gauges display road speed in the center, engine speed to the left, and temperature/fuel/mileage data in a tube-shaped opening at lower right.
This central pod is surrounded by brighter-finish trim and a pair of protruding vents that line the top of the dash like a frog's eyes. The audio system sits top center, with basic three-ring ventilation controls below it and at the bottom the panel just rearward and houses the shifter like an old Alfa Romeo; the handbrake is in a more traditional location on the driver's side of the center console.
With prices starting just over $15,000 you won't find a leather-lined cabin and lots of soft-touch surfaces, yet the door panels and center armrest are comfortably shaped and there are no rough edges on the plastic trim. The bright trim of the dash is repeated on the front doors and inside handles, the headliner is light gray to improve spaciousness, and the upholstery is dark gray.
Seat-adjustment is manual and includes cushion height; add in a tilt wheel that also telescopes a bit and most drivers will fit. The GT's bolstered seats provide some lateral retention, though they were a bit lacking in lumbar and mid-back support, so you'll want to stretch at fuel stops. The dash-mounted shifter is more convenient than it may sound. The clutch pedal rests higher than the other pedals, keeping your left leg bent more than the right.
Outward visibility is fairly good forward. The A-pillars are small enough to see around without craning and the sloping hood gives a good close-in view of everything but the car itself. The view straight back isn't bad, either; there is no center headrest blocking the view and the rear wiper sweeps a good area, but those rear pillars are big.
Regardless of what detailed specifications suggest, the 2009 Vibe is roomier than before inside, with space for four six-footers to ride simultaneously without knees or heads stuck against the car. Although the rear floor is essentially flat you won't put three back there unless waists are 28 inches or less, and if two backseat passengers complain they can always walk.
Despite the loss of a half-inch in rated headroom and four inches in hip room because of measurement standards, the rear seat is generally bigger than before. We put a pair of 6-foot, 3-inch riders back there who reported satisfactory head clearance. There are three belts, though all three can be used simultaneously only by kids and waif-like models. The rear-seat floor is almost flat with only a slight rise up to the console.
Cargo space is a usable 20 cubic feet. Additional space is provided by compartments below the floor. Folding the rear seatbacks more than doubles the space. Both the seatbacks and floor have skid-resistant plastic runners so the tie-down points don't do all the work in cargo retention. The right front seatback folds flat, providing space for long, slender objects. Trunk area covers are optional, and a wise investment to conceal valuables.
Driving Impressions
The Pontiac Vibe comes standard with a 132-hp 1.8-liter four-cylinder, which offers the advantages of cost, fuel economy and character over the 2.4-liter engine. With just 128 lb-ft of torque on tap, the 1.8-liter needs to rev a bit to get the 3000-pound Vibe moving, but it never complains, gets overly raucous, or raises water temperature when you lean on it hard and often. More important, the 1.8-liter rates a significant 4-5 mpg better in fuel economy relative to the 2.4-liter. The 1.8-liter has a far more entertaining character as well; the 1.8 encourages you to wind it up and it seems to offer crisper throttle response.
Crisper throttle response does not equal more power, however. The 2.4-liter has an advantage of 26 horses and more notably 34 pound-feet of torque over the 1.8. As a result, the 2.4 is more relaxed and has more midrange power for grades and accelerating from a standstill, requiring effort from the driver.
The 1.8-liter works best with the five-speed manual (EPA 26/32 mpg). The 2.4-liter is almost better with the five-speed automatic (EPA 21/29 mpg), especially if you're in traffic a lot; in multiple samples we found the 2.4/5-speed manual combo hasn't a very precise shifter and needed more revs than we'd expect to avoid stalling at takeoff, and we never had that issue in the 1.8/5-speed.
The AWD model comes with a fully automatic all-wheel-drive system that will transfer up to 45 percent of available power to the rear wheels when conditions warrant. In good conditions, the system is virtually transparent to the driver. Any different feel you notice on a test drive not done in a blizzard is apt to be caused by the extra weight and not the AWD system. At close to 3300 pounds the AWD Vibe is the heaviest in the lineup and comes with a four-speed automatic, which add up to the lowest EPA rating of 20/26 mpg.
The AWD and GT models feature a more sophisticated rear suspension than the standard Vibes. This can be noticed in better bump absorption and in handling nuances when driven at the limit on a racing circuit. The average driver will derive much more from the GT's wider, stickier tires than from the rear suspension, and those tires will generate a bit more road noise and sharper impacts on everything from lane divider dots to potholes.
Antilock disc brakes are used at each corner on every Vibe and include electronic aids to make the best of them in emergency situations. Brake size increases by model but all are up to the task.
To aid in saving fuel the Vibe uses electric power steering. It's not our favorite feature because it lacks in feel how hard the front tires are working and it doesn't come back to center very well. If you're used to making sharp turns around a tight parking lot or garage and having the wheel return to straight ahead as you release it, you may find you have to help it back on the Vibe. It goes where you point it and doesn't require any effort, but it feels a bit dull and rubbery and doesn't turn as tight as other small cars.
Summary
The all-new 2009 Pontiac Vibe allows you flexibility in loading, signature Pontiac style that won't be old next year, and economy that applies to more than just purchase price or fuel mileage. The AWD model offers winter weather capability. The Vibe has all the attributes to be a good choice, a choice that looks better every day the price of gas goes up.
G.R. Whale filed this NewCarTestDrive.com report after driving the different Vibe models around Los Angeles.
The 2009 Toyota Corolla is a new car, the 10th generation of the world's most popular passenger car. More than 30 million have been sold in more than 140 different countries. With five distinct models there is something for everyone; and those looking for a hatchback, wagon, or all-wheel-drive can check out the Toyota Matrix which shares many mechanical components.
Working from a concept developed for the first Corolla, the new one shows you can make a car inexpensive without it being cheap. It feels more like a small car than an econobox, as much a smaller Camry as anything else. There is no hybrid version: 27/35 mpg is nothing to sneeze at, hybrid technology isn't inexpensive, and the Prius has that covered.
Younger and older buyers alike appreciate low purchase and operating costs, and previously Corollas have proven reliable and not an expensive insurance proposition. First-time drivers will do well with straightforward controls, minimal distractions, and standard passive safety equipment, and many older drivers will appreciate the same things for different reasons.
For the ultimate low-budget wheels you turn to the Corolla base model, but it has manual, wind-up windows and manual door locks. Upgrading to the Corolla LE includes power windows and door locks. If you fancy a fancier interior, the woodgrain trim in the Corolla XLE goes in that direction, although you can't get leather. Finally, there are two sportier models, the Corolla S which looks the part and has some seat and chassis upgrades, and the Corolla XRS which brings a bigger engine, brakes, and tires to the party.
No matter the model, the Toyota Corolla is a hop-in-and-go kind of car. The control layout logic is multi-generational and quick to master. It's so simple you can easily trade drivers over long distances, and so common you won't be without a car for months if they damage your ride.
Model Lineup
The 2009 Toyota Corolla comes in five derivatives. The standard model, simply called Corolla, is the least expensive yet includes fabric upholstery, air conditioning, CD/WMA/MP3 XM-ready radio, tilt/telescoping steering wheel, six-way manual driver seat, 60/40 split folding rear seat, outside temperature gauge, power mirrors, and engine immobilizer. Six airbags and ABS are standard. You can add an upgrade package (LE spec without painted mirrors), six-speaker/six-CD changer, cruise control, heated mirrors, lighter, and stability/traction control.
The popular LE is the next step up, and adds power windows, door locks, and color-matched outside mirrors. Options are the same as the Standard, plus 16-inch alloy wheels and remote keyless entry.
XLE is the lux-like Corolla, and builds on LE with 16-inch steel wheels and covers, wood grain trim, Optitron instruments, variable intermittent wipers, sliding lid center console, keyless entry, seatback pockets and better radio. The option list swells to include those above not standard, plus moonroof, alloy wheels, eight-speaker JBL audio system, and navigation, though the latter two can not be combined.
The S is the economy sporting model, with color-matched spoilers, fog lamps, black headlight housings, leather-trimmed steering wheel, and sport front seats the upgrades from the base model. Options are extensive and include everything mentioned for Standard, LE, XLE, and leather upholstery.
XRS is the top of the line. It's upgraded with the 2.4-liter engine, wider, 17-inch tires on alloy wheels, electronic stability control, trunk spoiler, rear disc brakes, strut tower brace, Optitron gauges, cruise, leather shifter and steering wheel, and chrome interior accents. Heated mirrors, two radio upgrades, navigation, power locks/windows, moonroof, and leather upholstery are among the options.
Safety features that come standard on all Corolla models include six airbags: dual frontal, front side-impact (for torso protection), and side curtain airbags (for head protection). ABS comes standard. Electronic stability control and traction control are optional and we recommend getting them. The Corolla comes with good seat belts, so wear them because they form your primary line of defense in a crash and allow everything else to work in your favor.
Walkaround
Toyota is not immune to humans getting bigger and desiring more space, so the new Corolla is bigger than the outgoing version, and from a distance with no size reference handy, you're forgiven if you think it's a Camry. The light housings are the most similar, driven by both styling heritage and modern safety standards, the shoulders over the wheel openings are more pronounced, and the roofline as it drops behind the rear door is more formal. However, it's immediately recognizable as a Toyota, and from behind as a Corolla.
Messing with success is difficult, so after selling more than 30 million Corollas around the world Toyota kept the update conservative. Buyers who seek more edge in styling without giving up the economy and reliability reputation will drift to the Toyota Matrix or over to Scion. Others will appreciate the simple lines. Those same simple lines help keep collision repair prices from extremes, which means lower insurance rates.
Both the S and XRS receive different lower nose and tail sections, the area around the fog lamps bearing a distant similarity to the Lexus IS, and trunk spoilers. It's a look that works better on the XRS by virtue of its larger wheels. It also works best on darker colors because the added panels appear more integrated. Fit and finish both appear to a high level for such an inexpensive car.
The basis for the Corolla also forms the base of the Matrix, and the all-new 2009 Pontiac Vibe. The Corolla is within a few inches of most of its competitors, the Mistubishi Lancer being among the longer and the Honda Civic amongst the shorter. Nissan Sentra is noticeably taller and bigger, but the Nissan Versa is as likely to face off against lesser-priced Corolla models.
Interior Features
With such a large audience, the 2009 Toyota Corolla skips the fringes and focuses on a pleasant interior designed more to offend no one than to excite just a few. Hop in and everything seems rental car simple without the all-too-frequent guilt that comes from not popping for an upgrade from this week's special. As one example, the cloth upholstery appears two-tone at first between bolsters and cushions, but it's just an illusion caused by the texturing.
Materials and patterns are understated, speaking to the practical side without ignoring basic needs for tactile comfort, and they vary appropriately by model. The wood grain trim on the XLE adds warmth not often seen in compacts and helps break up color monotony. We're surprised that the leather upholstery option, available on the S and XRS models with their sport seats, is not offered on the XLE, especially since some competitors like Honda's Civic do. On the other hand, the other trims aren't subject to glare reflections that the faux wood is.
A conventional dash frames speed and engine revs with fuel and ancillary data, the XLE and XRS employing electroluminescent Optitron gauges popularized by Lexus for utmost clarity. Controls used often are on the tilt/telescoping steering column stalks, with others on dash and center stack. Basic three-ring climate controls bring the desired temperature and you can add a high-capacity heater with rear-seat ducts if you live north of the 49th parallel.
Navigation is available but with two caveats: First, you can not get the top-of-the-line JBL sound system in conjunction with it, and second, it lacks voice recognition and Bluetooth to help keep pricing in line with the Corolla's economy-oriented mission. On cars so equipped, especially with a manual transmission, the sliding top console will be appreciated on long drives.
Front-seat headroom is down slightly over previous versions but you won't hit your head and virtually every other usable dimension is bigger. Front seats mix comfort and ease of entry and egress nicely, though the sporting models' heavier bolsters will be appreciated by anyone not shopping at the big 'n tall store. The rear seat is apropos for the class and the floor is flat except for a small incline to the back of the console; the split fold puts the narrow section behind the driver so you can carry long objects and still put two riders behind the passenger.
Outward visibility from the driver's seat is quite good, the narrow pillars paying dividends in lane-change over-the-shoulder glances. A low dashboard and windshield base mean beginning drivers who may not yet be full height won't have any trouble, although they will join most drivers in having a hard time seeing where the front ends.
Storage spaces are well thought-out, even to details like a cord slot so your personal electronics connection doesn't get pinched.
A remote trunk release opens trunk lid, which springs from the top of the bumper and bisects the taillights for a wider loading space. Space of 12.3 cubic foot is about average and isn't hindered by black boxes and big speakers hanging down under the back window. A temporary-use spare is under the floor.
Driving Impressions
All 2009 Toyota Corolla models except the XRS use a 1.8-liter four-cylinder engine that's been redesigned this year and generates 132 hp and 128 lb-ft of torque. It delivers low emissions, the same 27/35 mpg fuel economy ratings with five-speed manual or four-speed automatic, and uses a timing chain rather than a belt which usually saves on service costs.
The 132-hp XRS engine has less power than Honda's 140-hp Civic but more than the Nissan Versa's; however, Versa makes its torque earlier in the rev band than the Corolla, so where the Versa feels relatively stout even with an automatic, the Corolla feels it needs to be revved to get much out of it.
There are no issues with smoothness or linearity, just plan on the manual for maximum performance and be prepared to floor the pedal on automatics when getting on the freeway because acceleration will fall off as soon it is out of first gear. Besides making the engine feel more fun and capable, the manual has low efforts, is simple to use, and will save you a chunk of cash at purchase.
The Corolla XRS model's 2.4-liter engine is also found in the Toyota Camry so its added midrange power moves the smaller Corolla quite well at the cost of fuel economy, which is down by 5 mpg compared with the other Corolla models; like the other models, the XRS runs fine on regular unleaded gasoline. The 2.4-liter XRS engine isn't significantly smoother or quieter than the 1.8-liter, it just seems that way since you don't rev it as much. There's no point in pushing the 2.4 to redline as it won't go any faster and never gets any sparkle to it, it just goes, at this point almost a match for the Lancer's standard 152-hp 2-liter but still trailing Nissan's Sentra SE-R.
Contributing to the added speed of the XRS (and somewhat to the fuel economy) are shorter gearing in both transmissions for moving off smartly. Only in highway cruising with the automatic do you gain anything back, as the extra gear in the XRS model's five-speed automatic contributes to quieter cruising. Regardless of the transmission, the XRS does not like to take off quickly on a rippled surface, and the manual doesn't like being rushed into first gear.
The manual shifter is good, not as slick and precise as the Honda Civic but far ahead of the Chevrolet Aveo's rubbery arrangement. Although the Corolla XRS five-speed automatic has sequential shifting on the console lever, it would benefit from wheel-mounted paddles like those on the $16,000 Honda Fit Sport.
As wheel diameter increases so does handling crispness and the potential for ride degradation. The Corolla is much improved for the tautness of ride while maintaining some semblance of comfort, but you won't want anything firmer than the XRS and its 17-inch tires; with a simple torsion beam rear suspension and firm springs it comes back down fairly hard after a bump. If you live in a state known for poor roads, we recommend a test drive on some of them before committing to the XRS.
Antilock brakes (ABS) are standard, and the XRS upgrades to rear discs. The pedal offers good feel and more retarding the harder you push, without any sponginess; only when the ABS is active do you feel any pulsation in the pedal, and that's normal so keep your foot down.
New to the Corolla this year is electric power steering system which matches effort to speed but does not telegraph information from tire to steering wheel as well as some systems like the Honda Civic or Mazda3. In low-speed driving where you expect the wheel to return to straight ahead on its own as it unwinds out of the turn, you will be doing more of the work.
While the Corolla may not match the class-leading Mazda3 for dynamics or crisp response, it is a solid structure that exhibited no squeaks or complaints, even after being aired out over a particularly nasty railroad crossing. Much of this can be attributed to the more crash-resistant body shell
Summary
The all-new 2009 Toyota Corolla is an practical sedan that by way of its myriad configurations can be used for virtually any application. It keeps up with urban traffic, offers good maneuverability, delivers decent fuel economy, and makes a strong argument in any non-emotional automotive purchase.
2009 Toyota Matrix All-new version much improved, practical, fuel-efficient.
By G.R. Whale
Overview
The 2009 Toyota Matrix is a new, second-generation design developed in tandem with the Corolla sedan. In essence, the Matrix is the wagon/hatch version of the Corolla. In fact, the company refers to it as the Toyota Corolla Matrix. With edgier styling inside and out and four versions to choose from, the Matrix makes a sensible choice for many people.
Perhaps the oldest piece of hardware on the new Matrix is the all-wheel-drive system introduced on the RAV4 for the 2006 model year. Everything else is newer, making the Matrix an all-new car. The 1.8-liter engine is new. Even better news is the high-revving version that was poorly matched to the previous-generation Matrix has been replaced by a larger 2.4-liter four-cylinder from the Camry. Gearboxes, brakes, steering and safety systems have all been redone. The body work is all new, also, though the design is an evolutionary update of the previous version.
The new 2009 Toyota Matrix is bigger than the previous version, but Toyota hasn't lost sight of this being its smallest crossover vehicle. You can carry four big people or drop three seats and slide a short board inside; four doors make loading kids, dogs and miscellaneous cargo a cinch.
All run on regular unleaded fuel and rate at least 20 mpg in the city; the 2.4-liter upgrade engine pushes 30 mpg on the highway, while the smaller engine and five-speed manual, which are as much fun to drive as the big automatics, run mid 20s in the city and low 30s highway. Given Toyota's history we can't imagine they will require much in the way of expensive repairs or maintenance. Engines were a weak point on the previous-generation Matrix, so the 2009 represents a big upgrade.
Check out the Matrix if you want the reliable reputation of the Corolla with less visual boredom, if you need a urban runabout that's cheap to buy and run, or just because it's logically all you really need in a land of average speeds hovering in the mid-30-mph range. The Matrix doesn't stand out anywhere as much as it provides a useful, better than average package for any purpose short of pickup-sized building materials or a trip to the red carpet. In short, the new Toyota Matrix is a very sensible choice.
By price and hatchback design, the Matrix slots into multiple categories for cross-shoppers, including roomy compact cars such as the Honda Fit, Nissan Versa, Subaru Impreza, and VW Golf; small vans and crossovers such as the Honda CR-V, Kia Sportage/Hyundai Tucson, Mazda5, Nissan Rogue; and the less-easily categorized Chevrolet HHR, Dodge Caliber, Scion xD, and Suzuki SX4.
Model Lineup
The 2009 Toyota Matrix comes in base, S, S AWD, and XRS models.
The standard Matrix ($16,190) uses a 1.8-liter engine and five-speed manual gearbox and comes with cloth upholstery, air conditioning, 60/40 split-fold rear seat, AM/FM/CD stereo compatible with MP3/WMA files, input jack and XM satellite radio, tilt-and-telescoping steering wheel, Optitron (electroluminescent) gauges with tachometer, power mirrors, intermittent wipers, engine immobilizer, and cargo cover. A five-speed manual gearbox comes standard, a four-speed automatic transmission is available as a separate model ($17,000). Options include alloy wheels, six-speaker radio upgrade, power locks/windows, keyless entry, cruise control, moonroof, lighter, an all-weather package (heated mirrors, intermittent rear wiper, rear-seat heat ducts), electronic stability control.
Matrix S ($18,260) comes with the 2.4-liter engine and five-speed gearbox. Standard features include the six-speaker radio, power windows/locks, keyless entry and intermittent rear wiper plus a 115-volt AC outlet and larger rear brakes. Options include a JBL sound system or navigation with real-time traffic (you can't have both), moonroof, rear spoiler, cruise control, electrochromic interior mirror w/compass, lighter, 17-inch alloy wheels, the all-weather package, electronic stability control and a five-speed automatic ($19,450).
Matrix S AWD ($20,400) uses the 2.4-liter engine, a four-speed automatic and all-wheel drive; it also includes a fully independent rear suspension, larger rear brakes, and the all-weather package. Options on the all-wheel drive are similar to S, excepting the all-weather and five-speed automatic.
Matrix XRS ($20,660) comes with the 2.4-liter and five-speed manual, plus seat fabric upgrade, 215/45R18 tires on alloy wheels, front strut brace, electronic stability/traction control, three-spoke leather steering wheel, rear spoiler, fog lamps, and the independent rear suspension and big rear brakes. XRS options are limited to the JBL sound system or navigation, moonroof, cruise control, lighter, all-weather, and five-speed automatic transmission ($21,850).
Safety features that come on all models include front airbags, front side airbags, side curtain airbags, antilock brakes with brake assist, tire pressure monitors, and daytime running lights. Electronic stability control is standard on XRS and optional on others.
Walkaround
The 2009 Toyota Matrix is just slightly larger than its predecessor though it looks significantly larger. It's a fraction of an inch longer and lower than the previous model.
Three factors add to its visual size: First, the nose is sleeker, with lights that more closely parallel the Camry, S and XRS models have a deeper chin than before, and the grille opening sweeps cleanly up and outboard on the hood, becoming the base of the windshield pillar. The second contributor is the inch-wider rear track which carries more visual weight further aft. Finally, the C-pillar (the roof support behind the back door) is very thick and the side window has been removed, with just a sliver of curved glass at the end, leading into the hatch glass.
The longer, lower front end of S and XRS models employs outer black nacelles for fog lamp housings and the center section is dark to the bottom for a more aggressive look. The S and XRS also have different lower trim all around the body and the dark material that shows on the seams between the panels and main bodywork gives a hint of the add-on look, a situation more pronounced on light-color cars.
In profile the front side windows resemble a wine glass on its side; the upper side curved along its length and the lower side scoops downward, for a good view of the mirror without the mirror blocking any forward or side vision, and then begins the taper upward to the rear. Painted mirrors and door handles, lack of any side moldings, and just two pieces of glass keep visual clutter to a minimum.
Seventeen-inch wheels make the best of big wheel wells while the rear spoiler serves as a punctuation point to an otherwise near-hemispherical rear end, and auxiliary sunshade for rear-seat riders.
It's no stretch to consider Matrix the wagon or hatchback version of the Corolla, indeed the official name is Corolla Matrix. The Corolla is about seven inches longer and half that lower, excepting headroom has larger interior dimensions but a smaller trunk. The Matrix hatchback eases loading awkward objects, the upright stance gives a slightly better view of traffic, and it offers all-wheel drive and a rear wiper for inclement weather. Expect a Matirx to cost about $1,000 more than a similarly equipped Corolla.
Interior Features
Inside, however, any relation to a Corolla vanishes at the first glimpse of the dash, the Matrix trading conservative for a more stylish look with sweeping metal-look surfaces on both sides of the instrument cluster. Two large omni-directional vents peer out the top like bug eyes and frame the gauges that include round dials for speed and engine revs and an oblong unit for ancillary information.
At this price point the materials include fabric upholstery and door panels, with plastic on trim pieces such as lower doors. It doesn't look cheap or like this is where the money was saved, and all the switchgear has a quality feel to it. Colors carry a fire theme, with either Ash (light gray) or Charcoal (very dark gray) to choose from. A variety of storage spaces and sizes can be found within driver's reach, and most have a nonskid, quieting rubber mat on the bottom, a big improvement over the slippery surface that came standard on the previous-generation Matrix.
Manually adjusted front buckets are well-placed for tall driver headroom and short driver visibility, and provide good support for the length of time it takes to burn a tank of gas, which is a long time. The wheel tilts and telescopes but the latter's travel is limited and, with the clutch pedal much closer than the brake pedal, may require some minor driver adaptation.
The rear bench seat is a 60/40 split with the narrow part behind the driver where it should be, and easily folds down unless the front seat is far rearward.
Despite the loss of a half-inch in rated headroom and four inches in hip room because of measurement standards, the rear seat is generally bigger than before and we put a pair of 6-foot-3-inch riders back there with head clearance. There are three belts, used simultaneously only by kids and waif-like models, and the rear-seat floor is almost flat with only a slight rise up to the console.
The illuminated gauges are easy to see regardless of conditions, and forward viewing is good unless you need to actually see the hood to gauge where it is. Direct rear view isn't bad either with no big central headrest in the way, but your first head turn to check a rear quarter lane change will show just how big those C-pillars are.
Three-ring climate controls deliver air where and when you want it without excessive fan noise; AC is standard. Primary operating controls are on steering column stalks, with less-frequent items like the optional stability control defeat on the dash; the shifter (automatic or manual) rides on a perch off the lower dash, while a conventional handbrake is in the console.
New for 2008 is an entry-level navigation option (S, XRS only) that does not use voice-recognition or Bluetooth. However, it does voice guidance, offers XM real-time traffic (for subscribers), a clear 7-inch screen, and the intuitive operation set by Lexus. Unfortunately, there is only so much space in the dash, so you can not get the navigation system and the high-level JBL sound system in the same car.
Matrix has nearly 20 cubic feet of cargo area behind the rear seats, with some small bins underneath the floor; if you want to hide cargo from view there's an optional tonneau you attach at the corners. The floor (and rear seatback) has plastic runners, there are tie-down rings, and the right front-seat backrest folds flat for long items or a place to work the laptop on break.
Driving Impressions
As mentioned, two engines are available, but the 1.8-liter engine is used only in the base model. However, we found the 1.8-liter engine sportier and more enthusiastic than the 2.4-liter. It's not as powerful, but it's more eager and entertaining in response, more of a driver's engine.
The smaller engine also gets significantly better mileage than the 2.4-liter, averaging 4-5 mpg higher ratings. With the four-speed automatic you'll lose 1 mpg or so from the 1.8-liter and be pushing it fairly hard for onramps or carting a full load up a hill. We found the five-speed version is quite happy to have you beat the snot out of it and still get decent mileage. So we recommend getting the manual if you get the 1.8-liter.
The 1.8-liter engine EPA fuel economy ratings are 26/32 city/highway mpg for manual transmission models and 25/31 for the automatic transmission model powered by a 1.8-liter engine. The 1.8-liter is rated at 132 horsepower at 6000 rpm and 128 lb.-ft. of torque at 4400 rpm. This 16-valve four-cylinder engine features Dual VVT-i (Variable Valve Timing with intelligence) on both the intake and exhaust camshafts that helps it balance performance and economy.
The 2.4-liter engine comes on all other models. The 2.4 offers a choice of five-speed manual or five-speed automatic except the AWD version which only comes with a four-speed automatic. The 2.4-liter engine nets 26 hp over the 1.8 but it's the additional 34 lb-ft of torque you'll notice and use the most because winding it up doesn't add a lot of speed or any pizzazz it simply adds more noise. Both engines use regular unleaded, significant given that some cars call for premium. The 2.4-liter engine with five-speed automatic transmission gets an EPA-rated 21/29 City/Highway mpg. The 2.4-liter is a 16-valve DOHC four-cylinder engine with VVT-i is rated at 158 hp at 6000 rpm and 162 lb.-ft. of torque at 4000 rpm.
The midrange power makes the 2.4-liter practical but more the non-driver's engine as it merely goes about its business. Clutch and shifter effort from the manual transmission are relaxed, the latter giving the gear requested but not as precise as class leaders. And the automatics all behave nicely.
Regardless of drive system or engine, the Matrix comes across quite polished for an economy car, the only negative is a tendency to catch and grab on bumpy roads and surface transitions under acceleration.
The Matrix AWD is the best choice for the Snow Belt. Its four-speed automatic transmission and hardware in the electronically controlled all-wheel-drive are similar to the system used in the RAV4 (though the Matrix doesn't get the RAV's locked 4WD mode). Normally, the all-wheel-drive system sends all power to the front wheels, which is best for fuel economy. But when slippery conditions demand it, the AWD system automatically diverts up to 45 percent of the power to the rear wheels. There is no driver action required and you'll never know it's working until you see the front-drive Matrix stuck in the snow next to you while you move onward. Any dynamic change you note on test drives is more likely a result of the extra weight than the added rear drive.
That isn't to say the all-wheel drive might handle or ride slightly better because it shares the independent rear suspension with the XRS. The IRS delivers finer control of suspension travel, and perhaps more of it, maintaining rear tire contact and a softer ride on the S-AWD.
The XRS keeps the control factor, but the ride isn't quite as good because the 18-inch wheel/tire package has far less sidewall and because the XRS uses firmer suspension calibrations. Those 18-inch wheels also take away steering lock to a point where the wee XRS needs just a few inches less space for U-turn than an eight-passenger Sequoia. Interestingly, we found the 18-inch BFGoodrich TA KDW tires that offer such prodigious grip and account for much of the XRS better
Summary
The Toyota Matrix provides the economy-minded pricing and operation of a compact car with the practicality of a hatch. All-wheel drive is available, an important option for those who need it that not all competitors offer. One never feels something is missing or left out, especially with the addition of a navigation system, and the new styling won't be dated before the next version of Windows or iPhone.
NewCarTestDrive.com correspondent G.R. Whale filed this report after test driving all the various models of the Toyota Matrix in North Carolina.
