No, that’s not entirely true. Ford is moving Focus and C-Max production out of Wayne by 2018, but we weren’t privy to the conversations inside Ford showrooms. That question may or may not have been asked.
Through the first-half of this year, Ford’s U.S. dealers only sold an average of four C-Max Hybrids and C-Max Energis per dealer per month. (Read More…)
Supposedly they should to able to hold six or seven.
But the truth is the buyers of these vehicles rarely have room for three these days.
See, I have dealt with hundreds of minivan buyers over the years as a small town car dealer and a writer here at TTAC. Nearly everyone I deal with considers no more than three minivans. To be frank, the majority won’t even consider two which is why Chrysler, Toyota and Honda minivans now control more than 88% of the North American minivan market.
What chance does the Nissan Quest have? Even after 20 years in the public eye?
It’s the end of our commercial week and there’s a hybrid staring you down. No, the Prius v isn’t really a commercial vehicle, but there is a good reason it’s jammed in to this week of cargo haulers: 44 miles per gallon around town. Our own Michael Karesh snagged considerable seat time at a launch event last June, but pricing hadn’t been released at that time. So how much does it cost and what’s it like to live with for a week? And most importantly, is it any good at hauling cargo instead of kids?
Brand extensions aren’t common in the auto industry, perhaps because they rarely (if ever) succeed. Chrysler and Oldsmobile hyperextended the LeBaron and Cutlass brands, respectively, into oblivion. But Toyota has struggled as much as anyone to sell hybrids that aren’t named Prius, so it will now attempt to sell additional models under that highly successful nameplate. First up: the Prius v (with the lowercase v for “versatile”). How far and how effectively does a second model extend the reach of the brand?
Once upon a time Japanese cars came to our shores promising high fuel economy and despite feeling small and cheap, buyers flocked to the dealers. Over time however, the Japanese auto industry grew up. “Small and flimsy” are qualities that modern Japanese imports do not possess but as is the way with the world, better quality came with a price: lower fuel economy. The first generation Prius proved that good fuel economy did not mean jamming yourself into a two-seater light-weight vehicle full of compromises a family of four just couldn’t make. Still, it was far from perfect; it was dreadfully boring, felt small and cheap and was not large enough for many families.
In an era when ginormous SUVs were all the rage, the Prius’ mileage was nothing short of show-stopping and they sold like hotcakes once the Hollywood set made them the latest fashion accessory. When the third generation Prius saw the light of the automotive press, it was obvious that the upstart had grown up. Unlike the other Toyota family members however, the Prius becomes more efficient and larger with every revision. One complaint however has stuck: the Prius is just too small for some.