The all new Volkswagen Atlas crossover SUV (XSUV) launches in late May in the United States. It is being dropped into the highly competitive mid-size crossover SUV market dominated by the Ford Explorer and the Honda Pilot. Those two vehicles are Atlas’ strongest competitors.
Volkswagen, like Hyundai, can be criticized for being late to the American-style XSUV market. Sure VW has had the Touareg and Tiguan crossovers in the market, but neither have the volume potential of the Atlas. Atlas is produced at VW’s 300,000 unit assembly plant in Chattanooga, TN. Atlas shares Chattanooga capacity with the Passat that sold 73,000 units in the USA in 2016. Clearly, VW has room in Chattanooga for the Atlas and perhaps one or two additional entries.
The Atlas is sized right for its competitive set. It is almost exactly the size of the very successful Ford Explorer on the outside, but has a much longer wheelbase. It makes great use of its interior space yielding much more cargo capacity than the vehicles compared above. The front seat area is spacious and the cockpit is well laid out. Ergonomics are first rate. The second row can accommodate three large child seats and is adjustable for better legroom. The third row seat is accessible, but only for small children or adults for short trips.
Source: George Peterson, AutoPacific
The Atlas is styled like you would expect a VW XSUV to be. The front end styling is definitely a VW face with standard LED lighting and accent lights – distinguishable from afar. The muscular bodysides communicate capability with a strong character line connecting the front and rear wheel openings. The taillamps are connected by a chrome strip that highlights the rear styling and gives an upscale image. The liftgate opens to the very large cargo area which is flat when all the rear seats are folded.
Driving the V6 Atlas crossover is pleasant, but not particularly exciting. That is a good thing for a XSUV targeted at family car usage. Ride quality is good, but there is a bit too much body lean on the twisty roads in Texas’ Hill Country around San Antonio. Quiteness with its 20-inch tires is poor on many road surfaces. When you find that elusive stretch of absolutely smooth asphalt, quietness is superb. On rougher road surfaces you cannot carry on a conversation.
Source: George Peterson
In search of the Atlas’ unique selling proposition you conclude that the reconfigurable VW Digital Cockpit may be it. The 12-inch wide instrument cluster can can change to provide several different information displays. Unlike some reconfigurable systems, you cannot change the overall appearance, just the information shown. The 8-inch center stack display is intuitive and turn by turn driving directions can be displayed on the instrument cluster at the swipe of a finger. Apple CarPlay and Android Auto are standard.
The Atlas crossover has a complete suite of Advanced Driver Assistance Systems available.
Checking prices, the price for a FWD 4-cylinder Atlas S is $30,500. An AWD V6
Atlas SEL Premium is $48,490. So, the price is in line with competition.
Who will buy the Atlas? The Atlas crossover is selling in a growing segment but there are two giants among its seven-passenger competition – Explorer and Pilot . Both Explorer and Pilot have a loyal buyer base and they may be the superior products. Volkswagen has a buyer base that loves the brand (let’s not discuss “Dieselgate”) and will likely consider the Atlas for their family hauler. The question is can VW dealers position the Atlas as superior to its strong competitors or will they have to hope for VW loyalists coming in looking for aggressive prices?
The 2017 Honda CR-V goes on sale in December 2016. It’s predecessor, the fourth-generation 2016 Honda CR-V, is on track to sell about 380,000 crossover SUVs in 2016. It is the highest volume crossover SUV and one of the top selling vehicles in the market. In AutoPacific’s Vehicle Satisfaction Award Research the CR-V achieved a score of 690. This is a fourth place showing in the Mid-Size Crossover SUV segment. Nissan Rogue (712), Toyota RAV4 and Subaru Forester place ahead of the 2016 CR-V. In AutoPacific’s 2016 Ideal Vehicle Award Research the CR-V was tied with Rogue in third place (1134 points). The class leading Subaru Forester (1175) and Mazda CX-5 scored higher.
Each year, AutoPacific surveys new car and light truck buyers to determine what changes they want in their vehicle. It is particularly interesting to compare the changes that owners want to their vehicle when it is just about to be replaced by the next generation. Also, AutoPacific’s research can be measuring stick on how well a manufacturer’s product planners, engineers and designers understand their customers. Using AutoPacific’s research to determine what changes people wanted in their CR-V, let’s see how well Honda did with their update.
Source: AutoPacific – Radar Chart Showing Changes 2016 Honda CR-V Owners want Compared with Competition
Technology – Still a Challenge as With Most New Generation Vehicles: As with many vehicles these days, technology is a love it/hate it affair. About 25% of 2016 Honda CR-V owners want more advanced technology than now. About 30% want the technology they have to be easier to use. The 2016 CR-V has the HondaSensing suite of driver assistance technologies available. The 2017 version expands on that adding a blind spot information system to the affordable EX model. Technology is still an area that requires a great deal of work, and the 2017 Honda CR-V improves on its predecessor. About 25% of CR-V’s competitors want more advanced technology as well. Among competitors, about 34% of 2016 Ford Escape owners want easier to use technology.
Driver’s Seat Visibility – Excellent View: Visibility is a key component in the acceptance of new crossover SUVs. About 29% of 2016 Honda CR-V owners want better driver’s seat visibility compared with 27% for competition. The previous CR-V was very competitive, but AutoPacific concludes the fourth generation CR-V is better. The driver’s seating position is excellent. The hood has been redesigned with more character that gives the driver more reference points in front. Honda has always been generous with glass and it appears the windows are larger. The 2017 CR-V should see better results next year.
Power and Fuel Economy – Going Turbo: About 20% of 2016 Honda CR-V owners want more power and acceleration and about 10% would sacrifice power and acceleration for better fuel economy. About 29% of 2016 Nissan Rogue owners want more power and acceleration. The 2017 Honda CR-V adds a 190-horsepower turbocharged 1.5L 4-cylinder in all but the base LX model. The turbo 4 gets both better fuel economy and acceleration and feels sprightlier than its predecessor. 2017 results should be even better than 2016.
Ride and Handling – Improved Dynamics: About 20% of 2016 Honda CR-V owners want easier handing and a softer ride. This compares to just 14% of the owners of its primary competitors wanting easier handling and softer ride. Honda has improved the ride and handling giving the 2017 CR-V a solid ride with crisp sporty handling. It is not a pillow-soft ride by any means, but gives the confidence that the vehicle will do what the driver demands.
Passenger Roominess – More Rear Seat Room: About 20% of 2016 Honda CR-V owners want more passenger room. This compares with about 24% of competition (about 32% of Ford Escape owners want more passenger room). The 2017 Honda CR-V has 2.1-inches more rear seat legroom while increasing the overall length of the vehicle by 1.2 inches. The rear seat seems much more spacious and the 2017 Honda CR-V should fare even better in AutoPacific’s 2017 research.
Exterior Styling – More Distinctive – Upscale: Looking at the all new CR-V, the at-a-glance impression is “more of the same”. CR-V, however, adopts Honda’s more aggressive and distinctive front end design with a heavy dollop of chrome. The taillights are a blatant evolution of the 2016 CR-V. About 16% of 2016 CR-V owners want more distinctive styling. 23% of owners of the 2016 Ford Escape, for instance, want more distinctive styling. It is probably safe to say that the 2017 changes to the CR-V will move the needle towards the more distinctive area.
Cargo Area – Even Better: 2016 Honda CR-V owners are less likely to want more cargo space than the competition – 14% compared to 28%. The 2017 Honda CR-V adds almost 10-inches to the length of its cargo space. This makes the all-new CR-V even better than before and substantially better than each of its main competitors.
Overall: The 2017 Honda CR-V has incrementally improved in almost every area. The styling is more distinctive. The powertrain more responsive. The interior is larger within a vehicle that is no bigger than before. Combined with Honda’s outstanding ergonomics, the CR-V, as a product, should be able to sell at about capacity especially at the aggressive pricing Honda has adopted.
Competition does not stand still. The Ford Escape has a substantial upgrade for 2017. The Nissan Rogue is all new for 2017. The 2017 research will show which vehicle’s product development team understood its customers the best and executed the product for them.
Honda has imposed an embargo for the new Honda CR-V on technical specifications, driving impressions and pricing, so we can only describe the vehicle and its competitive position in generalities. The embargo lifts on November 30, 2016.
New Honda CR-V – all new for 2017 with distinctive front end styling.
Honda Assures Continued Success in Entry XSUV Market The all new Honda CR-V is an impressive compact crossover SUV. A pillar of Honda’s product lineup that includes Accord, Civic and Odyssey, the CR-V sells almost 400,000 units per year. Strong competitors include the Toyota RAV4 and Ford Escape. The Nissan Rogue is starting to make waves as well. The entry crossover SUV category has become the best selling class of vehicle in the United States. Entry crossover SUV sales are higher than mid-size cars. The popularity of the segment, and how good this new CR-V is, has led Honda to add more assembly capacity at its Indiana assembly plant in 2017.
Sport utility vehicles have evolved from the hardcore 4x4s of the 1970s to the very easy-t0-live with crossover SUVs of today. Responding to customer demand for better ride, better fuel economy, the latest electronic and infotainment features, the new crossovers have taken the market by storm. They are now the vehicles of choice for most female buyers.
In the development of the new Honda CR-V, Honda benchmarked the European BMW X3 to give this mainstream crossover a luxury feel. They clearly have higher aspirations for the vehicle. Also, given the sales volume of the CR-V, Honda added standard features in lower trim levels. Cost efficiencies are substantial when a product approaches the 400,000 unit volume level.
New Honda CR-V – all new for 2017 with more muscular styling
More Aggressive Than Past Hondas Sounding like a Big Three manufacturer of yore, the new Honda CR-V is longer, wider and higher than before. It has a new turbocharged 4-cylinder engine mated to a continuously variable transmission on all but its base LX trim level. The looks of the new Honda CR-V are an upward evolution of its predecessor. Styling is more aggressive with more character in the hood and body panels. The grille is much more aggressive than previously and follows the trend adopted by the new Honda Pilot XSUV and Ridgeline pickup. The wheel openings are more muscular to accommodate larger tires and wheels.
More Upscale than Typical for This Class Comparing the new Honda CR-V with the RAV4 and Escape, the CR-V comes across as a product in a class above. The finish is outstanding, the interior has been substantially upgraded with soft touch materials in critical areas. As usual, the new Honda CR-V is an ergonomic tour de force. Visibility from the driver’s seat is excellent. Reach to the controls is intuitive. The large electronic instrument cluster is brilliantly lit and provides necessary information. Responding to customer complaints, the new Honda CR-V adds back a volume control knob for the audio system replacing the slider used previously. The rear seat is larger than in its predecessor and Honda describes the interior space in the new Honda CR-V as being best in class.
High Volume EX Trim Loaded with Features The highest volume trim level will be the EX one step above the base LX. The level of equipment on this model is impressive. Honda includes Honda Sensing, blind spot warning and cross traffic warning as part of the EX trim level. Honda Sensing includes adaptive cruise control with low speed follow, collision mitigation braking system, road departure mitigation, and lane keeping assist. The Honda-exclusive Lane Watch video camera system has been abandoned for the new Honda CR-V. Blind spot information replaces Lane Watch because owners want blind spot information on both sides of the car and the right-side-only Lane Watch system couldn’t be adapted to show the left side as well.
Best Selling Honda? Given the excellence of the latest generation CR-V, and the additional production capacity being added, it would not be surprising if the CR-V becomes Honda’s top-selling vehicle.
Cheap and cheerful is gone. The 2016 Honda Civic sedan has raised the bar for a compact car to new levels. After realizing that the 9th generation 2012 Civic was a dud, and quickly adding band-aids for 2013, Honda has gotten very, very serious with the all new 10th generation Civic. In fact, for awhile there the automotive analyst and journalist community was sensing Honda was losing its mojo. After updates to the Accord, the new Pilot, the HR-V and now the New 2016 Honda Civic, it is clear Honda is back. Honda’s development name for the new Civic is “EPIC” Civic and it fits. To achieve this “epicness” Honda benchmarked not only the usual suspects, but also the C-Class entries from Audi, BMW and Mercedes.
For reference, the 2016 Honda Civic has 5 basic trim levels: LX, EX, EX-T(urbo), EX/Leather, Touring.
More Expressive Styling: While still quickly identified as a Honda, the new Civic is much more expressive than any Civic before it. The car is larger with a 3.0-inch increase in overall length and a 1.2-inch increase in wheelbase. The car is 0.8-inches lower and going back to an old Honda trick, its cowl is 1.6-inches lower giving better forward visibility. The car is lower and wider to give it the look of a more premium car. The Civic adopts its own version of Honda’s evolving face using an upscale looking grille. Innovative front lighting gives the car a unique look. LED daytime running lights are standard. The top-of-the-line Touring model has LED headlamps as well. The bodyside is creased as is today’s fashion with a slight bulge over the front wheels leading to a upper body character line ending in a muscular bulge over the rear wheels. The C-Pillar has a sharp crease separating the roof from the rear fender. The standard LED taillamps are huge V-shaped affairs.
Interior Much, Much More Upscale: The front edge of the instrument panel sweeps below the windshield in a smooth unbroken arc from A-Pillar to A-Pillar and continue down the door trim panel. This adds a sense of width to the car. The instrument panel pad feels very high quality and nowhere near the hard plastic some cars in this class had in the past. The seats are very comfortable – at least in the EX-L trim level with leather interior – and trimmed in high quality leather. The instrument cluster includes a digital speedometer surrounded by an analog tachometer. Nicely done. Honda has paid a lot of attention to the transformer-like center console. The conventional shifter is where you would expect, but ahead of the shift lever is an area for your cell phone or iPad mini. Next to the driver’s knee is the switch for the electronic parking brake. There is a sliding lid that reveals cupholders and space to hold an iPad. Since all Civics have keyless start, there is storage for the key in the console.
Two Engines – Both Upgrades to Predecessor – Honda’s First Turbo in USA: The base engine for the 2016 Honda Civic is a 2.0L double overhead cam 4-cylinder with 158-horsepower (the old Civic had a single overhead cam 1.8L 4-cylinder with 143HP). The upscale engine is Honda’s first turbo in the USA, a 1.5L double overhead cam 4-cylinder turbo with 174-horsepower. The base engine is available with a 6-speed manual transmission or CVT. The Turbo is available only with the CVT. The 2.0L I4 has more power than Corolla, Elantra or Mazda3. The base Ford Focus with a 2.0L 4-cylinder has 160-horsepower edging out the base Civic by a couple of ponies. The Turbo is bested by entries like Ford’s 252HP EcoBoost 4-cylinder Turbo in the Focus ST (manual transmission only) and 350-horsepower in the Focus RS, but those are rarefied enthusiast entries, not mainstream like the Civic Turbo will be.
Joins Democratization of Technology Club: As with many car lines down the price spectrum, Civic now comes with a long list of available technology features capping out with its Honda Sensing system that includes adaptive cruise control with low speed follow, lane keeping assist, road departure mitigation, forward collision warning, lane departure warning. Honda Sensing is standard on the top of the line Touring model and optional for $1,000 on the lower spec models. Even the base LX is pretty well equipped with automatic headlights, auto up/down power windows, ambient interior lighting. LCD color audio system, electronic parking brake and automatic climate control. You get Lane Watch and Apple CarPlay and Android Auto when you move to the EX model. When you go the EX-T you get the 174HP Turbo engine, heated seats XM and HD radio and dual zone automatic temperature control. When you pop for leather, you get an 8-way power driver’s seat. Touring gets the full package: Honda Sensing, rain sensing wipers, LED headlamps, power passenger seat, navigation.
Driving the Civic Turbo: Honda is, after all, an engine company and the new 1.5L Turbo shows that. It has good power to move the car easily. It is smooth and nicely damped from the interior. The engine is quiet even when outside the car. The CVT, a usually reviled transmission type, has been developed to a point where you cannot really tell it’s a CVT. While you expect Honda to provide an outstanding powertrain, it is the solidity, ride, handling and braking that set this Civic apart from its predecessors and many other small cars out there today. It appears that they implemented many of the lessons learned when benchmarking European luxury car competitors. It is that good. No complaints on the dynamics of the car at all.
Pricing: The base price of the 2016 Honda Civic LX is $18,640 with $835 destination and delivery on top of that. The top of the line Touring Edition comes in at $26,500 with $835 D&D. Comparatively, a 2016 Ford Focus S starts at $17,225 with $875 D&D. The Focus S does not have the feature load of the Civic LX. It lacks a 6-speed manual transmission, automatic climate control and one-touch windows all around. The Focus Titanium with (almost) all the boxes checked comes in at $26,125 plus $875 D&D. So from a MSRP standpoint, the two cars are pretty close and Ford dealers are more likely to go for the deal vs. a hot out of the box Civic.
Now for the Nitpicks: There are, of course, no perfect cars even though Consumer Reports contends the Tesla Model S is better than perfect. Here are my nits for the Civic. 1) The steering column adjustment lever is a long reach under the instrument panel. Even though you might not use it often, it is tough to get to. 2) Radio volume control is a slide on the touch screen for the audio system. Might not be too much of a problem once you figure it out, but it would fail the rental car test. 3) Blind spot monitoring system with cross traffic alert is not available. Honda contends this is not now appropriate for the Civic class of car even though several competitors offer it. It appears that Honda is depending on Lane Watch to handle this important safety chore, but Lane Watch will not help you pull out from between two Suburbans in a parking lot and warn you of approaching traffic. Honda used a similar rationale on the Accord where Blind Spot Monitoring is only available on the top of the line. 4) Honda has lowered the front seats by about 1.5 inches. This reduces the hip to floor distance, creates a more laid-back driving position and hampers ingress/egress. The higher seat height in the previous car was better.
Overall: Great Job on the EPIC Civic.
As Honda has done with the CR-V, the 2016 Honda Accord gets subtle, but important updates leading up to its August 19 debut for the sedan and August 26 launch of the coupe. Adding the Honda Sensing suite of electronic features brings the Accord equal or superior to competition in terms of electronic driver’s aids. Costing a mere $1,000 Honda Sensing is available on every model of the Accord. Honda Sensing includes adaptive cruise control, Lane Keeping Assist, Road Departure Mitigation, Collision Mitigation Braking – all features that can one day be part of an autonomous car.
On the outside the Accord has new styling for its front and rear six inches. The grille, front fascia and headlamps are new as are the taillamps. This improves Accord’s slightly clumsy front and rear styling for the present car. Engines are unchanged with a 3.5L V6 and 2.4L I4, but the 4-cylinder highway fuel economy has improved by 1-mpg to 37mpg. City and combined numbers are unchanged. This improvement results from aerodynamics and friction improvements. Overall, Honda has gone through the Accord finessing each system: high performance shocks, better control for the electric power steering system, aluminum hood on the sedan, larger front disc brakes on the Sport and Touring models.
The interior has been upgraded with Apple CarPlay and Android Auto available in the Display Audio system. The instrument panel has been upgraded with new gauges and accents. The interior trim has upgraded materials and fabrics. The center console has been redesigned to be more functional with today’s smartphones.
Because the 2016 Honda Accord is a high volume sedan and coupe, it can maintain pricing discipline. The base LX model price remains the same at $22,925. The top of the line Touring model is $35,400 including destination and with all boxes checked.
Just for fun, comparing the Accord Sedan to the Lexus GS350 yields a surprise. The two cars are almost identical in size with the Lexus having a longer wheelbase for its rear wheel drive set-up. Interior wise, the Accord is actually larger than the Lexus in several important dimensions. Accord’s 3.5L V6 gets 28 fewer horsepower than the Lexus’ 3.5L V6, but it still feels good. So saving about $23,000 getting a fully loaded Accord Touring versus a Lexus GS might make good sense.
Raising the Bar in a Competitive Segment The Koreans keep getting better and the new 2016 Hyundai Tucson (product code TL) is an example of how Hyundai has executed a segment-beater. Competing against big sellers Honda CR-V, Toyota RAV4, Ford Escape, Jeep Cherokee, Chevrolet Equinox, Mazda CX-5, etc. the new Tucson checks all the boxes. It is well styled and immediately identifiable as a Hyundai (looks almost too much like the Santa Fe Sport). It has a great package – good visibility, spacious front and rear seating, good cargo room, easy ingress/egress. The fit and finish is excellent inside and out. The interior trim materials have moved upwards – almost up to the next higher price class.
MY16 Hyundai Tucson
MY16 Hyundai Tucson
Hyundai Fell Behind in Segment – 2016 Hyundai Tucson Provides Conquest Opportunity The product is good enough to begin some serious conquesting. As the compact crossover SUV market has boomed over the past several years (growing 14.9% 2015CYTD), Hyundai has been left with a less-than-competitive product capable of selling around 45,000 per year. As such, Hyundai Motor America’s share of the segment slipped from about 6% to 2.5%. Some of that is due to capacity constraints from its Korean plant. A new plant in the Czech Republic has come on line and will be supplying Europe freeing up Korean capacity. With the new Tucson on sale in August, 2015, HMA’s volume is expected to rise to 56,200 in 2015 and up to 90,000 or higher in 2016. The 2015 Hyundai Tucson is good enough to pull that off if there is strong marketing support behind the vehicle (the last generation was essentially a “launch and leave” proposition with little marketing support). At 90,000 units, the Tucson will have about 6% of the segment.
Pre-Family Market Target Who will buy the 2016 Hyundai Tucson? HMA sees this as the entry targeted at “pre-family” singles and couples. Tucson is 8.5-inches shorter than the Santa Fe Sport that is targeted at “post-family” couples who no longer need the seven-passenger three row capacity of the 8.5-inch longer (than Santa Fe Sport) Santa Fe. Santa Fe is targeted at “core families”. Tucson democratizes technology by offering most of the latest gee whiz electronic features available on higher classes of products.
Hyundai describes its styling as bold and confident and it certainly comes across that way. It has a slightly more vertical windshield that helps ingress to the front seats. Tucson adopts Hyundai’s new corporate face with the hexagonal grille. From the side view, the Tucson is lean and wedgy. Exterior styling was by Hyundai’s European studio. The interior was styled in California. Ergonomics are outstanding with controls placed where expected. There is an 8-inch information screen with navigation and Hyundai’s BlueLink interface. The only criticism is with map graphics that don’t show enough detail and seem to show only major arteries, not the interesting spur roads you pass.
MY16 Hyundai Tucson
Powertrain OK but Full Throttle is Disappointing The base engine is Hyundai’s Nu 2.0L GDI 4-cylinder that has 164-horsepower and 151 lb ft of torque. The 2.0 L mileage figures are 23/31/26mpg. The 2.0L gets a six-speed automatic transmission. The optional engine, and the engine on the majority of Tucson models, is the Gamma 1.6L 4-cylinder Turbo with 175-horsepower and 195 lb ft of torque. The 1.6L mileage figures are 26/33/29mpg). The 1.6L gets a seven-speed dual clutch transmission. You definitely want the higher torque 1.6L Turbo. The torque is the key to performance feel. In the examples of the Tucson I drove, there was a noticeable lag when full throttle acceleration was wanted or needed from a stop (with traffic approaching, for instance). Pedal to the metal was disappointing. On a part throttle take off, this was not evident. It seemed to happen only when you really wanted the oomph. This is a characteristic an owner will learn over time, but Hyundai should sort it out ASAP.
Owners rate Kia K900 top car, Ford F-150 top truck. Tesla Top Brand
TUSTIN, Calif. (July 8, 2015) – AutoPacific today announced its 19th annual Vehicle Satisfaction Awards (VSAs), identifying the most satisfying vehicles on the market. An industry benchmark for measuring how satisfied an owner is with his/her new vehicle, VSAs are based on survey responses from over 66,000 owners of new 2015 model year cars and light trucks.
“2015 represents a year of diversity,” says George Peterson, president of AutoPacific. “Competition is fierce and no one automaker dominates the results.” The 2015 winners are spread across nearly every manufacturer, with wins by 9 out of 11 automakers. General Motors receives the most wins with 5, followed by Kia and Nissan, with 4 and 3 wins, respectively. Honda, Toyota, FCA (Fiat Chrysler Automobile), Volkswagen and Ford follow with 2 wins each. Volvo, Mercedes-Benz and Hyundai each take home 1 win.
“For the 2015 model year, there are 274 models and 33 brands from which to choose a new vehicle,” says Peterson. “It can be daunting for consumers to sort through all of those options and try to predict which one will work best for them in the long run. AutoPacific VSAs help to give them a strong starting point.”
The average VSA score for 2015 is 25-points higher than in 2014 confirming products and customer handling are improving markedly. The brands with the greatest year-over-year improvements are Jaguar – improving eleven positions; Volkswagen – improving ten positions; Ford – improving nine positions.
The Kia K900 – Kia’s range topping luxury car – set an all time high and wins AutoPacific’s President’s Award. This award is given only when the overall score tops the previous high score. Interestingly, the all-new aluminum bodied Ford F-150 would have won this award if the Kia was not in the running. The previous President’s Award winners were the 2014 Mercedes S-Class and the 2010 Hyundai Sonata.
Korean Manufacturers Take Over Top Spot in Satisfaction
Tesla, a domestic brand with only one vehicle, is the top scoring brand overall. General Motors’ GMC division is the top scoring mainstream brand. In aggregate, Korean brands are the top source of high scoring vehicles. With 5 winning vehicles, including the top ranking Kia K900, Korean manufacturers Kia and Hyundai come out on top in combined average score, taking over the position previously held by European manufacturers. “Kia and Hyundai are continually improving owner satisfaction in key areas like reliability and quality, yet are also hitting the mark with safety, braking, handling, styling and seat comfort, not to mention a very satisfying warranty program,” explains Peterson.
AutoPacific’s Vehicle Satisfaction Awards objectively measure owner satisfaction with 50 separate attributes ranging from interior comfort and styling to fuel economy and performance.
“In many cases, an extremely satisfying vehicle is not the car or truck that has the best absolute build quality or the best safety rating,” says Peterson. “VSAs look at the big picture, which includes owners’ experiences with their vehicle’s quality and safety, but also goes deeper into the heart of the ownership experience.”
AutoPacific is a future-oriented automotive marketing and product-consulting firm. Every year AutoPacific publishes a wide variety of syndicated studies on the automotive industry. The firm also conducts extensive proprietary research and consulting for auto manufacturers, distributors, marketers and suppliers worldwide. Company headquarters are in Tustin, California, with an affiliate office in the Detroit area. Additional information about AutoPacific and the Vehicle Satisfaction Awards can be found on AutoPacific’s websites: www.autopacific.com and www.vehiclevoice.com.
Dan Hall email@example.com 714.838.4234
The Honda Pilot, good as it might be, has been a blight on the road. Its eyeball searing gawky looks were only short of the not-lamented Pontiac Aztec. These are harsh comments, but a vehicle that makes you scream when you first see at an auto show is certainly a show stopper and not in a good way. Honda defends the previous Pilot as having traditional sport utility vehicle styling. That may be so, but it was very third world and inappropriate for the American market. Lasting for an extremely long cycle for Honda – seven years – the Pilot was a very good vehicle under the skin and its interior was commodious to say the least. But, now it’s thankfully dead and to be replaced by the third generation 2016 Honda Pilot on June 18, 2015.
The 2016 Ford Explorer marks the 25th anniversary of the vehicle line. When it launched as a 1991 model, the Explorer redefined what a sport utility vehicle should be – it was a high volume SUV with 4-doors (Ford wrongly estimated 4-door sales would be 30% of the mix – later, it became 100%). 7,000,000 sales later, Ford is launching a nicely updated mid-cycle product change. When the 2016 Ford Explorer launches, most people won’t be able to tell the difference from the present Explorer. While the vehicle’s sheetmetal ahead of the A-Pillar is all new and the liftgate and taillamps are all new, the differences are subtle to the casual observer. So while the change for 2016 is major, its appearance change is minor.
Honda launches its all-new 2016 HR-V sub-compact crossover sport utility vehicle in May, 2015. The 2016 Honda HR-V, based on Honda’s diminutive Fit sub-compact, is very spacious for what it is. The interior – at least the passenger compartment – feels about as big as the larger Honda CR-V. HR-V’s wheelbase is only a half inch shorter than CR-V allowing the big seating area, but its overall length is about ten inches shorter – less cargo room. The front seating area feels wider than you would expect in a vehicle this small. Ingress and egress are easy to the front seats. The rear seats are a bit tight. You have to maneuver your feet to get between the B-pillar and the seat and there is not much knee room. Cargo room is larger than it looks. The best feature Honda takes from the architecture of the Fit are the “Magic Seat” rear seats that flip and fold several ways to maximize the flexibility of the area behind the front seats.