Frugal Shopper: 2010 Chevy Silverado Most-Discounted In August
If you're shopping for a large pickup like the Chevrolet Silverado, the time is still right to get a very sweet deal.
According to the pricing-intelligence firm TrueCar, which tracks transaction prices and can show you what kind of discount to expect locally, large pickups are the type of vehicle that remains most discounted. As a class they're discounted an average of 11 percent, and for the 2010 Silverado in particular shoppers are getting an average 23 percent below MSRP.
The 2010 Chevrolet Malibu was the most-discounted mid-size sedan, at about 20 percent off sticker. Other deeply discounted vehicles include the 2010 Jeep Grand Cherokee (19 percent), Hyundai Sonata (17%), Ford Ranger (17%), and Mercury Grand Marquis (17%). The Grand Cherokee, as well as the Ford Mustang and Lincoln MKX—all vehicles being replaced by redesigned 2011 models—are also on the list.
Several vehicles—either due to incentives or deeper dealer discounts—are selling at considerably lower bottom-line prices than a month ago (calculated between July 9 and August 5). Among them: the 2010 Mercedes-Benz R-Class ($1,480 below last month), the 2011 Ford Flex (-$1,171), and the 2010 Land Rover Range Rover Sport (-$1,150).
After full-size trucks, luxury cars, vans, and mid-size cars were also among the most discounted, at an average seven percent. But not all types of vehicles are looking like strong deals right now; subcompact cars (such as the Scion xB) were reduced by just two percent from MSRP, on average, while sports cars, mid-size SUVs, and small pickups were sold for just an average five percent below sticker.
And among brands, after hearing about some of the markdowns it probably doesn't come as much of a surprise that Chevrolet was the most-discounted brand in July, with its models selling at an average 16-percent off MSRP. Overall, Chevy had four of the most-discounted vehicles listed by vehicle category.
The 2010 BMW M6 remained the vehicle with the largest incentives—a whopping $12,500—while the Infiniti QX56 trailed with $7,000 of dealer cash. Also notably, GM is offering $5,000 off the Chevrolet Impala, and there's a $5,000 discount on the Chrysler-made Volkswagen Routan.
Look below for TrueCar's list of the most-discounted vehicles by class.
[TrueCar]
| Top 2010 Models by Vehicle Categories for August | ||
| Vehicle Categories | 2010 Models | % Below MSRP |
| Large Truck | Chevrolet Silverado 1500 | 23% |
| Midsize Car | Chevrolet Malibu | 20% |
| Midsize SUV | Jeep Grand Cherokee | 19% |
| Small Truck | Ford Ranger | 17% |
| Large Car | Mercury Grand Marquis | 17% |
| Small Car | Ford Focus | 16% |
| Large SUV | Chevrolet Tahoe | 15% |
| Van | Chevrolet Express Cargo | 14% |
| Luxury SUV | Lincoln MKX | 14% |
| Minivan | Kia Sedona | 14% |
| Luxury Sport Car | Chevrolet Corvette | 14% |
| Sport Car | Ford Mustang | 13% |
| Small SUV | Jeep Patriot | 13% |
| Luxury Car | Lincoln MKZ | 12% |
| Subcompact Car | Toyota Yaris | 11% |
This story originally appeared at The Car Connection
| Permalink:Frugal Shopper: 2010 Chevy Silverado Most-Discounted In August |  |
Frugal Shopper: 2010 Chevy Silverado Most-Discounted In August
If you're shopping for a large pickup like the Chevrolet Silverado, the time is still right to get a very sweet deal.
According to the pricing-intelligence firm TrueCar, which tracks transaction prices and can show you what kind of discount to expect locally, large pickups are the type of vehicle that remains most discounted. As a class they're discounted an average of 11 percent, and for the 2010 Silverado in particular shoppers are getting an average 23 percent below MSRP.
The 2010 Chevrolet Malibu was the most-discounted mid-size sedan, at about 20 percent off sticker. Other deeply discounted vehicles include the 2010 Jeep Grand Cherokee (19 percent), Hyundai Sonata (17%), Ford Ranger (17%), and Mercury Grand Marquis (17%). The Grand Cherokee, as well as the Ford Mustang and Lincoln MKX—all vehicles being replaced by redesigned 2011 models—are also on the list.
Several vehicles—either due to incentives or deeper dealer discounts—are selling at considerably lower bottom-line prices than a month ago (calculated between July 9 and August 5). Among them: the 2010 Mercedes-Benz R-Class ($1,480 below last month), the 2011 Ford Flex (-$1,171), and the 2010 Land Rover Range Rover Sport (-$1,150).
After full-size trucks, luxury cars, vans, and mid-size cars were also among the most discounted, at an average seven percent. But not all types of vehicles are looking like strong deals right now; subcompact cars (such as the Scion xB) were reduced by just two percent from MSRP, on average, while sports cars, mid-size SUVs, and small pickups were sold for just an average five percent below sticker.
And among brands, after hearing about some of the markdowns it probably doesn't come as much of a surprise that Chevrolet was the most-discounted brand in July, with its models selling at an average 16-percent off MSRP. Overall, Chevy had four of the most-discounted vehicles listed by vehicle category.
The 2010 BMW M6 remained the vehicle with the largest incentives—a whopping $12,500—while the Infiniti QX56 trailed with $7,000 of dealer cash. Also notably, GM is offering $5,000 off the Chevrolet Impala, and there's a $5,000 discount on the Chrysler-made Volkswagen Routan.
Look below for TrueCar's list of the most-discounted vehicles by class.
[TrueCar]
| Top 2010 Models by Vehicle Categories for August | ||
| Vehicle Categories | 2010 Models | % Below MSRP |
| Large Truck | Chevrolet Silverado 1500 | 23% |
| Midsize Car | Chevrolet Malibu | 20% |
| Midsize SUV | Jeep Grand Cherokee | 19% |
| Small Truck | Ford Ranger | 17% |
| Large Car | Mercury Grand Marquis | 17% |
| Small Car | Ford Focus | 16% |
| Large SUV | Chevrolet Tahoe | 15% |
| Van | Chevrolet Express Cargo | 14% |
| Luxury SUV | Lincoln MKX | 14% |
| Minivan | Kia Sedona | 14% |
| Luxury Sport Car | Chevrolet Corvette | 14% |
| Sport Car | Ford Mustang | 13% |
| Small SUV | Jeep Patriot | 13% |
| Luxury Car | Lincoln MKZ | 12% |
| Subcompact Car | Toyota Yaris | 11% |
This story originally appeared at The Car Connection
| Permalink:Frugal Shopper: 2010 Chevy Silverado Most-Discounted In August | |
Auto Incentives Surged This Spring, But Affordability Fell Flat
This spring might have been the time of enticing incentives for some automakers—and record high incentives from Toyota—but in a snapshot of the market as a whole it doesn't look like they made vehicles any more affordable.
According to Comerica, the average vehicle took 23.6 weeks of median family income to purchase, over the second quarter of this year.
Although median family income went up slightly (about 2.4 percent), the average cost of a new car went up by $200 to $27,950.
While that figure might be higher than the average purchase price of $24,000 to $25,000 we've cited recently, the Comerica figure includes finance costs as part of the price.
Those average figures might have also been influenced by some unusual economic trands developed. Sales in the near-luxury and luxury segments surged, as those who could afford a vehicle took advantage of discounts and incentives, while sales continued to lag in the middle of the market as economic uncertainty persisted. Small-car sales, as well, continued to lag expectations.
The hidden story here buried under the medians and averages is that it's quite likely, for those few families who were shopping in the middle of the market—for a mid-size sedan like the 2010 Chevrolet Malibu or crossover like the 2010 Ford Flex, for instance—it has been the season for the very affordable vehicle.
This story originally appeared at The Car Connection
| Permalink:Auto Incentives Surged This Spring, But Affordability Fell Flat | |
Fiat Dealer Network Starting To Take Form
You might have heard that Chrysler plans to soon sell the stylish, city-savvy Fiat 500 minicar in the U.S., but beyond that intent plans have been sketchy at best as to where exactly you'll go for your test drive.
Full "Fiat Experience" market plans are going to be presented later in the month at a meeting, to about 600 Chrysler dealers who are in any of the 119 cities that Fiat will be initially targeting.
Simply put, reports the Detroit News, citing Chrysler VP of network development and fleet Peter Grady, the automaker will require a separate sales and display area for Fiat from the beginning, with an agreement to transition to a full Fiat dealership facility as the brand grows. That sounds a lot like the strategy that BMW successfully used some years ago for its MINI brand.
Dealers will have until September 22 to decide, which might not leave a lot of time to have Fiat showrooms set up by the time the cars begin arriving.
Later this year, the Toluca, Mexico, factory that has long built the Chrysler PT Cruiser will instead start producing the little Fiat 500.
This story originally appeared at The Car Connection
| Permalink:Fiat Dealer Network Starting To Take Form | |
Driven: 2010 Ford Flex EcoBoost
Among models that go out on the edge with respect to design, there are those that are obviously a little too forced, and others for which the whole package just feels cohesive and complete. The 2010 Ford Flex is one of the latter; its boxy look and bold details might just match to your practical and fashionable needs, and the new EcoBoost turbo engine finally gives it a sprightly feel without bumping fuel economy close to the single digits.
This boxy brick of a vehicle is, for all practical purposes, the modern interpretation of the Volvo 245 wagon—crossed with some decidedly racy, stylish elements. There's a bit of MINI Clubman, with a hint of Ranger Rover Sport as well.
With a nice, upright seating position and lots of headroom, combined with an 'H point' (where your hips sit) that's a tiny bit higher than that of a car but not as high as in a true SUV, the Flex offers the best of both worlds with respect to packaging, with a good view out but none of the too-tall, tipsy feeling. The driving position itself feels sedan-like, and it's refreshing to know where the corners of the vehicle are when maneuvering around a parking lot. About the only detail we'd change on the inside would be the center-stack design; the sound-system and climate control dials were easy to mistake for each other, and the dot-matrix-like display of our non-nav-equipped car looks dated.
EcoBoost adds a friskier feel without sapping mileage
The EcoBoost 3.5-liter turbocharged V-6 engine in our Flex made it feel like a different, far more responsive vehicle than with the naturally aspirated V-6, with no noticeable decrease in fuel economy. The engine makes 355 hp and 350 pound-feet of torque, and you can feel plenty of accessible torque coming on from just above 1,500 rpm or so. The transmission smartly works with the engine to shift up if you can take advantage of the more economical range, yet it downshifts promptly, two or three gears, when needed for passing.
The Flex's powertrain will only reward you with excellent mileage if you drive it gently. Over the first 30 or 40 miles of driving, in town, our mileage languished under the 16-mpg mark, according to the trip computer. All considering, however, that isn't horrible; had Ford decided to put a V-8 with that level of output into the Flex, we doubt it would have returned more than 13 or 14 in real-world city driving. But then over a full week and about 400 miles of driving—including a weekend trip on the Interstate and two-lane country roads—the numbers were more impressive: We averaged about 21 mpg, coming close to match the 22-mpg highway rating overall. Also impressive is that Ford has no requirement for premium fuel with this engine (although it's recommended for peak power and we did gas it up with 91-octane).
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2011 Ford Explorer: New Niche Approach Fits The Times
In some respects, the Ford Explorer nameplate is one lost in a particular time, when reality shows were fresh and new, Brittany Spears was just not that innocent, and gasoline prices were reliably under two dollars a gallon. Ten years ago, Ford [NYSE:F] sold a dizzying 450,000 Explorer SUVs, and for a few years, the Explorer was the family wagon of suburban, middle-class America.
But due to a combination of influences—the much-publicized Ford-Firestone tire recall, a migration toward crossover utility vehicles, and simply the passing wave of fashion—Ford wasn't able to hold on to many Explorer owners for a repeat sale and the numbers plummeted.
Last year's sales? A measly 52,000.
The Dearborn automaker clearly couldn't just walk away from such a successful nameplate. But fortunately, they recognized that few people want to go all retro like it's 1999 quite yet.
With the new 2011 Ford Explorer introduced today, Ford has taken a step in a new direction with what, arguably, used to be its flagship vehicle in the U.S. This time a modern, passenger-friendly three-row design, combining some of the best attributes of newer crossover designs, Ford's industry-leading connectivity features, and some of the ruggedness of a traditional SUV—including a Range Rover-like terrain system—the automaker hopes to appeal to a practical crowd that's looking for something a little different this time.
Driven: 2010 Hyundai Tucson
From the inside, it's quite possible to mistake the new 2010 Hyunda Tucson for a Lexus.
That's certainly what Hyundai would like to hear, and it's true. Over the course of a week with the Tucson, I noticed that its interior elicits a lot more oohs and ahs—especially from those who don't consider themselves gearheads or enthusiasts—than you might expect for a vehicle that totaled less than $30k.
A look and feel that's just right
It's a vehicle that, looking at materials, trim, and interior appointments, does everything right. Keep taking a closer look at interior details, and you won't be disappointed. The plastic surfaces aren't too shiny and have a consistent look throughout, and the bright trim pieces accent the interior in an understated, classy way. The cool blue backlighting for the dash and instruments also adds elegance.
From the outside, the Tucson carries a silhouette that's much like that of its predecessor, though simultaneously more flamboyant and more fluid. The sheetmetal has been sculpted with flowing creases that create a curvy, aerodynamic, and elegant effect. Overall, the Tucson looks sport-wagon aggressive, and a little more like a wagon on stilts than other compact crossovers; that's not at all a bad thing.
Everything's not quite as delightful with respect to the driving experience, but your passengers again probably won't be disappointed. With 176 horsepower and 168 pound-feet of torque, the Tucson's new so-called Theta II four-cylinder engine, though not a new direct-injection design, actually feels stronger than the step-up 2.7-liter V-6 that's been offered in the past. It works great with the new six-speed automatic transmission, but especially when cold its sound quality is a little crude. Compared to GM's 2.4-liter, in the 2010 Chevrolet Equinox that we also posted a review of this week, it sounds coarser driving gently at the low revs but keeps its cool when pressed, sounding much more civilized into the higher revs when pulling off full-throttle passes.
Smooth, economical powertrain; disappointing steering
The single greatest point of dissatisfaction in the Tucson—at least through our finicky driving tastes—is the steering. For this reviewer, who's already not a fan of the way electric power steering systems are tuned in many models, the Tucson's new Motor Driven Power Steering system would be a deal-breaker. The system is light at low speeds, as it should be, but it all deteriorates from there. At intermediate speeds, on backroads, the steering assist seems to change in very noticeable ways from corner to corner, and by the time you get to 50 or 55 mph, it seems to be punching you back toward center, with a heavy rubbery feel that's nothing even like any manual steering gear we've felt before. Make a quick maneuver at lower speeds, and there's a sort of binding-loosening feel as the steering quickly changes its assist level. And on a stretch of roadway that has deep tramlines, the system seemed to surrender completely, becoming limp yet heavy as it was apparently auto-correcting for the road surface.
In contrast, the Tucson's brakes feel great—like those of a small, sporty car, and surprisingly (for a tall vehicle) there's not much nosedive.
2010 Lexus HS250h And Suzuki Kizashi: Top Safety Fail?
The Insurance Institute for Highway Safety (IIHS) has released its latest test results—of two sedans, the hybrid 2010 Lexus HS250h and the almost-mid-size 2010 Suzuki Kizashi, for its new roof-crush test. And it's not all good news this time.
Both the HS250h and the Kizashi were given the 'acceptable' rating, meaning that they don't provide the best protection—and thus don't qualify to be given the sought-after Top Safety Pick designation.
The new roof-crush test helps gauge the chances of injury or fatality in a rollover by measuring how much force the roof will take, from a specific metal plate and roof location, before deforming five inches. That force is then compared to the total weight of the vehicle. Currently, the roof only needs to withstand 1.5 times the vehicle weight, but by 2016 a new standard requiring roughly double that will be phased in.
In this round of tests, the Lexus HS 250h withstood 3.60 times its curb weight, while the roof of the Kizashi took 2.92 times its weight. Unfortunately for Suzuki, that already puts the Kizashi near the bottom of the pack, among what the IIHS calls "midsize moderately priced cars." The only two vehicles that have been given the lower 'marginal' rating include the 2010 Kia Optima, and the 2010 Hyundai Sonata, which has already been replaced by an all-new 2011 Sonata.
Both the Kizashi and the HS250h have already earned top five-star ratings in all frontal and side crash tests from the federal government. While the HS250h has earned a 'good' rating from the IIHS in frontal protection, the Institute still hasn't yet tested the Kizashi for frontal or side protection.
Roof protection isn't exactly something you can add easily to a vehicle, so these two models might be saddled with these results for a long time.
Manufacturers can request a retest—usually at the expense of the automaker—if they believe that changes made to the vehicle might improve its performance. For instance, Mercedes-Benz did this in 2007 after scoring just 'acceptable' overall with the previous E-Class. A retest didn't improve its score, however.
[IIHS]
This story originally appeared at The Car Connection
| Permalink:2010 Lexus HS250h And Suzuki Kizashi: Top Safety Fail? | |
Frugal Shopper: Energy-Saving Tires Could Save You $100 Per Year
The next time you need a new set of tires, consider this: Energy-saving low-rolling-resistance tires now cost about the same as other tires, and they could save you a lot in fuel expenses over the long run. That, and in many cases, they don't compromise performance.
It wasn't always this way. In the past, using low rolling resistance tires meant that you'd get slightly higher mileage, at the expense of many more noise, limited tread wear, and greatly compromised traction and grip in the wet.
But Consumer Reports, in its new July issue now hitting newsstands, tested low-rolling-resistance tires and confirmed that they offer much better performance than they used to—with all-around ratings for three-season use as good as those for many general all-weather tires.
Rolling resistance, which is due mostly to the flexing of tire sidewalls and the gripping action of the tread, accounts for about four percent of fuel use in the city and about seven percent on the highway, according to the U.S. Department of Transportation.
What makes the new ones different? In the past, says CR's tire program leader, Gene Petersen, rolling resistance was cut—literally—by shaving weight off the tire and using a slightly different, tread design that was also much shallower. "Unfortunately, when you develop a tire along those lines, tread life and wet grip are compromised," he said.
Better compounds make it possible
Petersen says that in newer tires, much of the improvement is in the compound; adding silica to the compound, in place of carbon black, is a start.
In the latest tests, the Michelin Energy Saver A/S had the lowest rolling resistance of any all-season tire evaluated by CR in recent years, yet it also earned "good" ratings for snow traction and ice braking and performed well in hydroplaning resistance and emergency handling. And with as long of an estimated tread life as most all-season radials, it's truly a greener choice.
Petersen says that the Goodyear Assurance Fuel Max and Cooper GFE are also among those that should rack up fuel-cost savings without compromising performance. The Cooper GFE was a surprisingly good tire for winter grip as well.
Green tires no longer just for green cars
The other change is that 'green' low-rolling-resistance tires are being delivered for the replacement market; they aren't only offered in just a few sizes that are intended only for hybrid or diesel models. "We're seeing them sized for most family vehicles today," he said. Before, they'd only been designed for specific original-equipment applications, where they helped to achieve slightly higher EPA ratings while sacrificing performance in some way.
Driven: 2010 Honda Accord Crosstour
The 2010 Honda Crosstour is an unusual beast—so unusual that the first time you see one you'll likely stand back, size it up, and scratch your head a bit, as we saw people do time and time again when we drove one for a week recently.
Then you're probably going to say something along the lines of, "I love it!" or "I don't see the point." Yes, it's that polarizing.
There's also the issue that, yes, the Crosstour's proportions tend to look slightly goofy, for lack of a better word, at first glance. But with a few walkarounds and the time to let the design settle, it works surprisingly well, and grew on this reviewer even if the purpose didn't. Despite what some other reviewers have said, we think the blunt grille and rather aggressive front-end styling go together quite well with the also very upright tail. And the Crosstour's unusual roofline? You'll warm up to it.
If a few things don't bother you, that is. In back, the roofline not only curves downward but also inward, making it surprisingly confining for headroom (although it's actually okay for six-footers). In the cargo area the low roofline takes its toll on usability; there's not really enough height for a medium-size dog kennel, and at about two and a half feet wide at its narrowest point, between the intrusive strut towers, you'll be hard-pressed to fit a smallish dresser back there. And the rearward visibility is difficult, if you don't use some help from the rear camera system that comes with the optional nav system.
Get behind the wheel, and you'll find that the 2010 Crosstour drives somewhat like the Accord sedan but with a heavier, more deliberate feel that's a step in the opposite direction of the nimble feel we've praised the Accord sedan for in the past. The 271-horsepower, 3.5-liter V-6 moves the Crosstour plenty quick, but you're going to feel that weight in stop-and-go traffic. It steers well and has reasonably good body control on a curvy road, but there's quite a bit more fore-aft motion during hard braking or strong acceleration than we remember from the Accord. The transmission hesitates to downshift when coming out of a corner, yet it holds lower gears for longer than needed during light acceleration. There's no manumatic function in the Crosstour—either in terms of steering-wheel paddles or a separate shift gate—so it's apparent Honda isn't counting on buyers being hotfoots or picking the Crosstour as a substitute for, say, an Acura RDX.
You're also not likely to see mileage figures much better than the Pilot SUV. Over a week and about 120 miles of suburban errand-running, we barely managed 19 mpg in the Crosstour (the EPA rating is 18 mpg city, 27 highway with FWD, 17/25 with AWD). The Toyota Venza is offered with a base 182-horsepower, 2.7-liter four-cylinder engine in addition to a 268-hp V-6, but the Accord Crosstour is only offered in V-6 form.
While it weighs about the same as its primary rival, the Toyota Venza, the 2010 Honda Crosstour is about 300 pounds heavier than a V-6 Accord sedan and an eyebrow-raising 650 pounds heavier than a four-cylinder Accord sedan. The Accord Crosstour is 7.6 inches higher than the Accord sedan and rides a couple of inches higher, though its six inches of official ground clearance are about the same as the sedan's.
