Automotive Reviews
Posts tagged Toyota
2003 Toyota Matrix
0978 days
The guy at the transmission shop rushed out to get a look at the Toyota Matrix. “What is it?” he asked. “It’s pretty cool. Is it a four or a V6?” A grizzled diesel mechanic had a similar reaction when he saw our dark blue test car on his lot. “Is it a four-by-four?” he asked.
Not bad curb draw for a vehicle that’s basically a glorified Corolla wagon, eh?
Oh, right, we know, it’s called a “crossover” and all sorts of other hip-sounding things, but the fact of the matter is, Toyota’s new-for-2003 Matrix and its Pontiac sibling the Vibe are intended to do the tasks that have been falling to station wagons for years. The trouble was, a Corolla or a Ford Escort wagon just wasn’t cool enough for the active-sports crowd to feel good about tossing the bikes, boards or tents into one for a long weekend. And that’s where the Matrix comes in. It’s a station wagon at heart, but the tall-sided body and angular design are loads hipper than the average wagon could ever be.
The Matrix’ design got the attention and approval of young and old alike. The face is a daring riot of triangles and spiky bodywork. A thick character line bulges the rear fender, and the roof seems to slope down at the rear thanks to slanted back windows. The Matrix isn’t chopping away any headroom back there, however. Optional 16″ wheels make this wagon look hunkered down. Lower grilles reminiscent of the MR2 Spyder sports car grace the front and rear bumpers.
Inside, the Matrix continues to scream “cool.” The dash is lit in electroluminescent red, and each of the round gauge pods is surrounded by a chrome ring. Apart from the inevitable reflections in the windshield on sunny days, we like the look. Automatic-equipped Matrices have a tall console that houses the shifter above and a small storage bin below. The seats are chair-height, and very comfortable. Active-lifestyle touches include fold-flat seats for everyone except the driver, a plethora of cargo hooks, and an AC plug in the dash for laptop computers and other appliances. There’s even a navigation system available, and that’s an option that isn’t seen much at this end of the market. Our only gripe was with the plastic-lined cargo area, which seems like a cool idea in concept but allows small cargo to slide around in reality. The optional storage nets or carpet pads are recommended.
The Matrix XR is let down by its 1.8 liter four-cylinder engine. This 123-horsepower unit (130 in two-wheel drive models) is well suited to duty in the Corolla, but the three-thousand pound Matrix’ girth gets the best of it, in spite of Toyota’s power-boosting variable valve timing. On the freeway, the Matrix is constantly hunting for gears in an often futile effort to keep up with traffic. If you’re going to spend time on the highway, we’d recommend the 180-horse, six-speed Matrix XRS, or a manual transmission. Around town the automatic-equipped Matrix is only slightly sluggish. Our test car was an all-wheel drive (AWD) model, which further contributed to the feeling of slowness. A sudden rainstorm didn’t slow our AWD Matrix down a bit.
The suspension is Toyota’s familiar MacPherson front, torsion beam rear, and it works as well as it does in the Corolla. The Matrix rides well enough, despite the jerky ballet between engine and transmission. Optional 17″ wheels with wide 215-series tires give it a degree of lateral stability, too. It will handle better than it looks like it ought to. Toyota’s excellent quietness measures ensure that the Matrix feels pricier than it is over the road.
Although it’s pitched as a sports-gear hauler, the Matrix would be equally happy hauling a small family around town. Side airbags are available. The four-wheel disc brakes work well, and anti-lock brakes are standard on all-wheel drive models. Our test car took an impromptu weekend trip from Detroit to New York City and proved to be a comfortable companion and vacation-treasure hauler, even in one of the most car-hostile environments in the country.
In addition to its twin from Pontiac, the Matrix will do battle with cars like Ford’s Focus wagon and Suzuki’s Aerio as a suburban do-all. The Matrix falls right between the sporty Focus and utilitarian Aerio in terms of personality, and there’s no doubting its ability to draw attention. Matrix pricing starts at a very agreeable $14,670 for a two-wheel drive model; our all-wheel drive test car as a mid-level XR model with a starting price of $18,445. The hot-rod XRS starts at $18,750.
Specifications:
All specs are for the 2003 Toyota Matrix XR, which we tested.
Length: 171.3 in.
Width: 69.9 in.
Height: 60.6 in.
Wheelbase: 102.4 in.
Curb weight: 2965 lb.
Cargo space: 15.1 cu.ft (seats up); 53.2 cu.ft. (seats folded)
Base price: $18,445
Price as tested: $20,080
Engine: 1.8 liter 16-valve four-cylinder
Drivetrain: four-speed automatic, all-wheel drive
Horsepower: 123 @ 6000
Torque: 118 @ 4200
Fuel capacity: 11.9 gal.
Est. mileage: 26/31
2004 Toyota Sienna
0986 days
You have to understand that the all-new 2004 Toyota Sienna is a left-brain vehicle. The Sienna already had a lot to make your pragmatic, practical side happy, and the much-welcomed redesign takes the very concept of what a minivan can be to a new level. With more power, more space, better fuel economy and so many ergonomic innovations you’d need a van just to carry them all, the Sienna is a sizeable leap forward in the minivan’s evolution. Great news. In the meantime, we’ll understand if your right brain is fast asleep, dreaming of Porsches.
What’s new can be summed up quickly enough; everything. This ground-up redesign is a well-informed one, too. The Sienna’s chief engineer drove a minivan through all fifty states, every Canadian province and Mexico, racking up about 53,000 miles of hands-on experience with every possible aspect of minivan life. He reportedly took notes during the entire trip, and the result is a minivan that’s easier to drive, more luxurious and comfortable, and ready for anything suburbia wants to throw at it. The new Sienna is available with all-wheel drive, also.
From the outside this minivan revolution is unassuming. The smooth-rolled look of the old Sienna is replaced by tauter, edgier creases and headlights that look like they were borrowed from the Toyota Matrix, but not in a bad way. The details are what make it at once a handsome design and a wallflower. The beltline rises ever so slightly to the rear, to give the Sienna a wedge shape. There’s just a hint of a dip at the A-pillar to emphasize this. The sliding rear doors’ tracks are neatly hidden under the windows, for a clean side aspect. Get the tape measure out, and you’ll find that the new Sienna is about five inches longer and four inches wider than the outgoing model.
That additional size translates to a roomier interior. 45 cubic feet roomier, to be specific. Once inside, the benefits of that transcontinental trip become readily evident. Toyota calls it “kid approved” design, and it’s clear that the Sienna was penned just as much for passengers as it was for drivers. The third row seat tumbles into the floor, like they’re doing on all the best minvans these days, but the Sienna’s is spring-loaded so it’s not so difficult to lift it back up. The design also allows the seat to be folded without removing the headrests. There’s a 300-watt surround-sound stereo in all Siennas. Storage space is ample, with two gloveboxes and scads of baggage hooks. Between the front seats there’s a small foldaway table (we’ve been wondering how long it would take someone to copy this Honda CR-V quirk) that’s handy for keys and other small objects. The side doors and tailgate can all be power-operated if you desire. When power sliding doors are equipped, they come with a pinch-protection sensor in the weatherstrip that protects kids’ hands and automatically reverses the door if there’s something in the way. The side doors’ windows can also be rolled down, and when they’re open the doors’ travel is automatically limited, again to reduce the danger of an arm or a neck getting squashed as the door opens. A rear-view camera is standard on navigation system-equipped Siennas, displaying a wide-angle rear view on the dashboard screen when backing up. A sliding center section for middle-row seats is available to bring infants and toddlers closer to parents up front. Three-zone climate control and high-intensity discharge headlamps are options. Sienna XLE Limited models get rear sunshades and a Lexus-borrowed sonar parking assist system.
The Sienna is also the first minivan to hit the streets with side-curtain airbags for second and third-row passengers; Toyota’s just ahead of Ford, whose new minivans will also come with this safety feature when they debut later this year.
But wait, there’s more. The Sienna’s all-new 3.3 liter V6 rockets this minivan from zero to sixty in a reported 8.3 seconds, and gets 27 miles per gallon on the highway. Nope, that’s not a typo. Variable valve timing with intelligence (VVT-i) boosts low- and mid-range power so that the Sienna can make the most of its 230 horsepower It’s hooked up to an all-new five-speed automatic transmission. The Sienna is available with all-wheel drive (AWD) for the first time, for better rain and snow traction. It’s a full-time system, with power split equally front and rear. When a wheel starts to slip power is transferred to the opposite set. AWD-equipped Siennas also come with run-flat tires.
The suspension uses Toyota’s tried-and-true twist-beam rear axle, and MacPherson struts in the front. The wheelbase and track have been increased substantially, but rack-and-pinion steering helps to reduce the turning diameter, allowing new Sienna to turn around in a smaller area than last year’s model. Anti-lock brakes with Toyota’s usual electronic emergency-braking aids are standard equipment, too. Further enhancing safety are available traction control and stability control.
The Sienna comes in CE, LE, XLE and XLE Limited flavors. Pricing is surprising, in a good way. The vanilla Sienna CE starts at $22,955. Even if you can’t get all-wheel drive and some of the other bells and whistles on that model, it’s a fantastic minivan with family-sedan pricing. All other Sienna models can be had with all-wheel drive, from the $24,260 LE all the way up to the $34,480 XLE Limited. Expect the AWD option to add about $3000 to the bottom line, and it comes in an option package which includes traction control and 17″ wheels. The new Sienna may look like just another new Toyota, but it’s a giant leap forward for left-brained minivan drivers everywhere.
Specifications:
All specs are for the 2004 Toyota Sienna XLE.
Length: 200.0 in.
Width: 77.4 in.
Height: 68.9 in.
Wheelbase: 119.3 in.
Curb weight: 4165 lb.
Cargo space: 148.9 cu.ft. (total)
Base price: $28,795
Price as tested: $29,020
Engine: 3.3 liter DOHC V6
Drivetrain: five-speed automatic, front-wheel drive
Horsepower: 230 @ 5600
Torque: 242 @ 3600
Fuel capacity: 20 gallons
Est. mileage: 19/27
2003 Toyota Tacoma Prerunner
0993 days
“That thang ain’t hardly worth bein’ a pickup truck, is it?” the woman at the insurance sales office said when she saw the 2003 Toyota Tacoma PreRunner’s four-door cab and stubby bed. “You cain’t haul any lumber back there.”
She had a point. The Tacoma Double Cab’s bed is 61.5 inches long, a full foot shorter than that of other Tacoma models and far too short to carry lumber. No longer bed is offered, but the Tacoma isn’t about grunt work. It’s been said that Toyota builds great “town trucks,” and both the Tacoma and its big brother Tundra bear this out. Rather than beasts of burden intended to work till they drop, Toyota’s pickups feel like big cars that are happy to occasionally pull a boat or haul a refrigerator. The high-waisted Tacoma is no exception. There are no major changes for 2003, but anti-lock brakes are now standard.
The Tacoma’s last major freshening was in 2001, but it still looks modern. The aggressive vertical-toothed black grille is ringed with chrome, and the hood is significantly domed. The truck retains the high-stepping stance that Toyota’s pickups have been known for since the early 1980s. The ample ground clearance is emphasized in the PreRunner model, which is a two-wheel drive truck with four-wheel drive styling cues, suspension and braking components. The four-door Double Cab adds a full-size rear seat, but shortens the bed drastically, prompting comments like the one we got at the strip mall. The Tacoma will still carry large appliances and other bulky items, true to its town-truck mission in life.
Inside, the ergonomics are dated. The seats are close to the floor, cramping long-distance comfort. Shorter drivers will find themselves reaching for the stereo and air conditioning controls, which look like they were pulled from a ’98 Corolla, and the clock is mounted in a weird, on-dash spot that’s completely hidden by the steering wheel. The parking brake handle still pulls out of the dash, where it’s positioned to clip the driver’s knee on entry. The Tacoma works great, but it’s not much fun to be in. We liked the floor shifter and two-level console. There are four cupholders in the front, perhaps to make up for the lack of rear-seat cupholders. Speaking of that rear seat, its backrest is vertical, which doesn’t do much for long-distance comfort. The Double Cab Tacoma offers decent enough legroom for shortish trips.
Toyota’s torquey 3.4 liter V6 provided power for our test truck. With 190 horsepower and 220 foot-pounds of torque, the Tacoma had no problem with the light hauling and towing jobs we tested it with. The smooth V6 will spin the tires if you’re heavy on the gas pedal, thanks to the light tail and rear-wheel drive. The optional limited-slip rear differential will solve this problem. The Double Cab Tacoma’s bed may be small, but its heart certainly isn’t; V6-powered Tacomas will tow up to 5000 pounds. A four-speed automatic transmission is standard equipment on the Tacoma PreRunner. Looking for better fuel efficiency? A choice of four-cylinder engines is also offered.
The PreRunner package’s suspension changes are somewhat at odds with the Tacoma’s town-truck mission in life. It’s got almost a foot of ground clearance thanks to gas-filled shocks, but that has the effect of tightening the leaf-sprung rear end. The ride is stiff, and prone to wandering side to side on bumpy pavement. Those tall 225-series tires are bouncy, after all. The Tacoma likes to drift from lane to lane on the freeway as well. Drivers doing a lot of highway miles will want to opt for the lower-riding base Tacoma. The up side to the PreRunner package is increased obstacle-climbing ability, of course. The tall Tacoma is happy to hop curbs and scramble up small inclines without endangering the bodywork.
The Tacoma is available in three cab styles and three bed styles, with two- or four-wheel drive. Double Cab Tacomas can be outfitted similarly to Toyota’s SUV lineup. The Tacoma offers a Limited trim package that’s like that found on the 4Runner and Highlander, with body-colored trim, extra chrome, upgraded seats and handsome alloy wheels. The SR5 package puts the most popular amenities in one package; air conditioning, tilt steering wheel and other options. Want more? Toyota Racing Development (TRD) has a collection of go-fast and off-road goodies to personalize the Tacoma even more. Our test truck was a Tacoma Double Cab PreRunner with the SR5 package and power windows. It stickered for $22,560. With base prices starting well below $20,000, the Tacoma is a “town truck” that’s worth a look.
Specifications:
All specs are for the 2003 Toyota Tacoma PreRunner, which we tested.
Length: 202.9 in.
Width: 70.3 in.
Height: 68.7 in.
Wheelbase: 121.9 in.
Curb weight: 3475 lb.
Payload: 1625 lb.
Towing capacity: 5000 lb.
Base price: $19,710
Price as tested: $22.560
Engine: 3.4 liter DOHC V6
Drivetrain: four-speed automatic, rear-wheel drive
Horsepower: 190 @ 4800
Torque: 220 @3600
Fuel capacity: 18.5 gal.
Est. mileage: 17/20