However, Hyundai’s new Matrix certainly tries its best to attract some attention. Firstly, it has a clever name – not only for its meaning ‘environment in which something has its origin, or takes form’, but also the inevitable connection with the blockbuster sci-fi movie, The Matrix. Toyota, however, may take exception, since its new US crossover car is also called Matrix.
Other points of interest are the Pininfarina badges worn proudly on the Matrix’s flanks. Hyundai is very eager for you to know that the Matrix was styled by the same people responsible for most Ferraris. Be that as it may, it must be said that this vehicle is certainly not representative of Pininfarina’s finest hour. In fact, most of CAR’s test staff said it already appeared dated, while some were even less complimentary.
There are quite a few odd edges and creases. The front wheelarches flow directly into a crease along the flanks of the car, and the door windows are set lower than the rest of the glasshouse. This certainly improves all-round visibility, and gives the car an individualistic look, though not many will describe it as pretty.
But MPVs are all about utility and ease of use. Here, the Matrix fares much better. Based on the Elantra, it is certainly handily packaged. At 4 025 mm in length, it is significantly shorter than a mini-MPV such as the Renault Scenic, but the Hyundai’s wheelbase, at 2 600 mm, is longer. The body is also wider and taller than the Renault. Clearly then, much emphasis was placed on compact dimensions on the outside, without cramping the interior.
The most notable feature of the Matrix’s cabin is its sliding rear seats. Both cushion and backrest are split 60:40 and each side can slide forwards or backwards, increasing either luggage space or rear legroom, depending on the situation. They can also be folded forward against the front seats, but cannot be removed. With the rear seats in their rearmost position, legroom is excellent, and the luggage compartment measures 240 dm3. Move the seats forward and the space grows to 368 dm3. With the seats folded up, total utility space is 1 176 dm3. Although useful, this figure is significantly lower than those of its two major French competitors, the Scenic and Citroën Picasso, both of which feature removable seats.
Following the trendy conviction that centrally mounted instruments are easier to read and therefore safer in use – a highly debatable point of view – the Matrix features such a central binnacle, housing the neatly styled speedo, rev counter, digital clock, coolant and fuel gauges. A row of warning lights is located in front of the driver, where the instruments would usually be found.
The hangdown section is adorned with a shiny satin/ carbon fibre finish, and houses the controls for the standard air-con, ventilation and radio/CD front loader. The gearlever is also mounted on the lower part of the facia. Overall, the furnishings feel solidly put together, although the plastics are hard and shiny in most places.
The Matrix certainly doesn’t want for hidey-holes. Besides the cubby, stash space includes a useful drawer underneath the front passenger seat, large door pockets with moulded-in drinks holders, a useful (unlidded) compartment below the steering wheel and a lidded drawer just to the right. Some of the lidded boxes have overly complicated latches. The facia-mounted sliding drawer is not only of doubtful use because of its odd shape, but was sometimes just plain difficult to open. It has a lid-mounted button that needs to be slid to the left, but the drawer will open only if the correct amount of pressure is put on it – not very user-friendly at all, and the same goes for the storage box between the front seats. There are also two storage compartments hidden underneath the rear seats, accessible with the seats folded forward. The boot is well shaped and also has two additional luggage boxes in the sidewalls. A 12V socket is located between the front seats, and there is another in the boot.
Occupant comfort is generally not a problem, but space for the front passenger’s feet is limited by an oddly shaped footwell. Also, the seats are rather hard, but the front chairs do provide decent lateral support. You sit surprisingly high in the Matrix, which has advantages when it comes to visibility. The list of standard equipment is extensive – as we’ve come to expect of Hyundai – and includes power steering, electric windows and side mirrors, height-adjustable steering wheel, front foglights and central locking (not remote). Interestingly, though, the Matrix does not come standard with an immobiliser. Aircraft-style flip-down trays are built into the rear of the front seatbacks, and all the occupants are supplied with drink holders. Safety-wise, the Matrix boasts a strong four-star rating in the authoritative Euro NCAP crash tests, and is equipped with ABS and a driver’s airbag.
Although 1,8-litre petrol and 1,5-litre turbodiesel models are available elsewhere, Matrixes currently on sale locally are all powered by a 1,6-litre d-o-h-c four-cylinder engine with peak outputs of 76 kW at 5 800 r/min and 141 N.m at a fairly high 4 500. Initial impressions are favourable (although the engine is noisy), with the Matrix feeling quite peppy and willing in city use. However, venture outside of urban areas and a major shortcoming is revealed. The engine becomes asthmatic as the revs rise and, as a result, overtaking acceleration is weak. For example, where the Scenic needs 11,76 seconds to accelerate from 100 to 120 km/h in top gear, the Matrix takes a leisurely 14,83 seconds. This lack of oomph higher up the rev band at times forces the driver to vigorously stir the five-speed manual gearbox, which is not too unpleasant, although the shift action is rubbery.
The Matrix took 14,23 seconds to complete the benchmark zero to 100 km/h dash, and went on to record a 165 km/h top speed. In its defence, however, it must be said that the test unit had less than 1 000 km on the odo and felt very tight. Performance and economy may therefore improve with time. Be that as it may, the economy figures are nothing to write home about. With a consumption of 7,15 litres/100 km at a steady 100 km/h, the calculated fuel index (expected consumption in general use) is 10,01 litres/100 km. This equates to a range of about 550 km on a 55 litre tankful. Again, a comparison with the Scenic’s impressive 8,14 fuel index figure is inevitable.
Hyundai has always had a talent for building vehicles that handle competently, and the Matrix is no exception. Ride quality verges on the firm side – surprisingly so for a vehicle in this segment – but it stops short of being uncomfortable. At average speeds, body roll is virtually absent, and the Matrix keeps the driver’s chosen line faithfully. However, at higher speeds, it does start to get a bit top-heavy, and the high seating position and low window-line contribute to a sensation that falling out (as one passenger put it) is a possibility. But it certainly is less wallowy than most competitors. As far as braking goes, the Matrix (though ABS-equipped), failed to shine in our ten simulated emergency brake tests, averaging 3,52 seconds to come to a complete halt from 100 km/h.