I currently own a 2007 WRX Wagon with a little over 100,000 miles on it. I love this car, even enough to overlook getting merely 21mpg. Anyways.
As is true with many import car owners who love too much, I started modifying the car almost as soon as I got it. It currently has a 3″ exhaust, a tune, and some miscellaneous other engine bits, with suspension components on order. The car is my current project, and I plan on keeping it for some time. There’s a slight problem though. (Read More…)
I’m looking for some Saab selling advice. A couple of years ago I convinced my girlfriend that she would love the functionality and performance of a 2002 Saab 9-5 turbo wagon (5-spd)… perhaps in some small part because I wanted one myself. As she fell in love with the Saab I grew to hate its constant need for attention and respect its ability to find new and creative ways to fail. (Read More…)
I am a regular TTAC reader and have a question that I hope you can shed some light on. Currently my wife and I own a 2004 Accord with about 100,000 miles and in good shape and a 1993 Grand Marquis with about 90,000 miles which is also in good shape for its age – according to my mechanic we can get at least two more years with basic maintenance. I commute to work in the G. Marquis every day about 50 miles round trip and my wife put 15-20,000 miles per year on the Accord for her job (her Gas is reimbursed at 50 cents / mile).
My wife wants a new car (SUV-we’re thinking FLEX) and I would get the Accord thinking we move up in fleet reliability with more room to tote around a toddler, a large dog, and related items. The Accord has trade in value ($8,500 – $9,500 according to KBB) and the G. Marquis does not ($875-$1,100 according to KBB).
I think it makes more sense to keep the Grand Marquis as long as we can and trade in the Honda considering its value. My wife disagrees. What do you think?
Hi, Sajeev. I have a dilemma that I need your advice on.
I’m in a rural area of Central Ohio and have a 2000 Ford Expedition Eddie Bauer, 5.4 V8, just shy of 144,000 miles, leather, 3rd row seat, air suspension, etc., etc.. We got it to tow our livestock trailer, but now with an ’05 Chevy Silverado 2500 Crew I no longer need it (daily driver into Columbus is a ’10 Subie Forester). It’s all paid for, so no pay off issues. It’s in pretty good shape, clean, loaded to the gills as most Eddie Bauer editions are. It has some electrical glitches that no one seems to be able to fix, so when it’s parked, all the time now, I have a battery cut off switch to save the battery. The engine did blow out a spark plug awhile back but the local dealer was able to helicoil the head and it’s held up.
Hyundai’s latest Assurance marketing technique, which guarantees resale values on all 20111 model-year purchases, is already being hailed as the latest in a line of creative, zeitgeist-appropriate incentives. The one downside of guaranteeing residual values: well, people are free to draw their own conclusions from them. For example, it seems safe to say that the Azera and Accent should probably be replaced fairly soon, as their weaker resale values make them stand out from an otherwise extraordinarily consistent lineup. What’s that you say? The new Accent was announced at the same time as the resale guarantee? And an attractive new Azera replacement will be launched within a (the?) year? Er, carry on then.
In all seriousness, whenever Hyundai comes out with a new “Assurance” program, I’m sure a number of other brands look at copying elements. The genius of this latest program, however, is that it only really works if your entire lineup has been updated in a recent and consistent manner. Imagine a chart like this for certain other brands, and you’ll realize that the benefits of a strong and (possibly more importantly) consistent product line can be far reaching indeed.
Hyundai has received a lot of attention recently for improvements in its product lineup, but as TTAC has proved, it’s actually the brand’s non-product innovations that can be most closely tied to its recent success. Hyundai’s biggest sales growth in the US market has come on the heels of its 100k mile warranty and its Assurance buy-back program, rather than the introduction of any new car. And so, although Hyundai has revealed its new Accent (which we already showed you), the big Hyundai news coming out of New York is the brand’s latest Assurance feat: a trade-in value guarantee. The program rolls out in May, and Hyundai USA CEO John Krafcik tells the DetN that
Depreciation is a big unknown. It’s like giving one of the big benefits of leasing, but you’re still owning the car. We’re already one of the highest brands in loyalty, and we think this will help.
It certainly can’t hurt.
As TTAC has argued before, electric cars are great… as long as you don’t have to own one. Now, even the automakers are starting to wonder if they should even bother selling the things. BMW, which has already experienced issues with consumer EV letdown, is already starting to back away from the idea of selling (rather than, say, leasing) its much-anticipated Megacity electric city car. Sales Boss Ian Robertson tells Automotive News Europe [sub]
We’re looking for an alternative to traditional purchase or leasing of a vehicle. We don’t want to sell the car, but rather the use of the car. The ‘Car to Go’ concept “is an interesting approach. More and more people in large cities are looking for an alternative to the ownership of a vehicle
Or, more accurately, BMW is looking for an alternative to trying to sell an extremely high-cost, premium EV with killer depreciation. Either way, it seems that OEMs and consumers are starting to meet in the middle on this whole EV thing…
One of the questions that came up in yesterday’s post, The Truth About The Ten Best-Selling Sedans Of 2010, was how to interpret a high percentage of fleet sales. After all, “fleet sales” could describe a huge variety of sales to diverse buyers at widely varying price (and profit) points. Rental fleet sales are widely seen as being far worse than other types of sales, which is why the resale value trackers at Automotive Lease Guide keep such a close eye on what they call “Rental Fleet Penetration.” In its latest newsletter, ALG notes
ALG tracks several key metrics that impact residual values and brand health. Of these metrics, rental fleet penetration (RFP), which ALG measures as the total number of vehicles sold into rental fleet channels divided by total sales, has been found to have an impact on both residual performance and perception of quality… As a general rule, ALG recommends RFP levels below 10% for Mainstream brands and <5% for Luxury brands to avoid any negative impact from rental fleet sales on residual performance.
With the Mitsubishi i-miev electric car about to hit the British market, the BBC decided to break down the Pounds and tuppence behind the EV hype. And though it found that the i-miev comes out looking quite well thanks to Britain’s EV consumer subsidy, its freedom from congestion charges and road tax, fuel price differences and estimated servicing costs, it has one eye-popping cost associated with it: nearly 50 percent depreciation over the first three years. And that’s what Mitsubishi is willing to cop to. So not only will your new i-miev cost about twice as much as a little Fiat 500, it will lose about enough value after three years to have paid for that same Cinquecento. Needless to say, as American consumers begin their own first flirtations with the electric automobile, we will continue to keep a close eye on this issue.
After one year of ownership we would expect EV residual values to be above the segment average expressed in terms of pound values. But, if the battery is owned rather than leased, and lacks the appropriate extended warranty, the value of the typical EV will then fall dramatically until the vehicle is five years old, at which point the car will have a trade value little more than 10 per cent of the list price
So says Andy Carroll, managing director of the British car-buying bible, Glass’s Guide. He tells BusinessCar that Nissan and other firms launching EVs in Britain should take out the battery cost and lease it to customers with minimum monthly performance clauses. This, he says, would dispel concerns, drive sales, and transform the resale picture. It’s also what Project Better Place is doing, albeit in a complete regional package with battery-swap stations and charging infrastructure.
Once again Detroit finds itself atop Edmunds’ True Cost of Incentive ranking of the top seven automakers [via earthtimes], as the domestic OEMs spent about $1.7b (or, about 60 percent) of the $2.8b paid out by the entire industry on incentives last month. Trucks were the most heavily discounted segment, with average incentives running around $4,650, or nearly 13 percent of the average segment sticker price. Saab spent the most by brand, slapping an average of $6,813 on its vehicles, with Lincoln coming in second at $4,987 per vehicle sold. Saab’s incentives equaled 17.1 percent of its average vehicle price, while Chrysler gave away about 12.2 percent of its average vehicle price last month.
Kelley Blue Book has released its annual resale value data, and according to the WSJ, Toyota, Honda and BMW remain the top brands in five-year residual value. Still, Toyota’s average residual value dropped from 42.7 percent to 38.8 percent, while Honda fell from 44.5 percent to 38 percent. Those drops mirror an industry-wide decline in residual values, which had hovered around 35 percent for some time, but have fallen to about 32.6 percent for 2010 models. But American brands have bucked that trend:
KBB estimates Ford’s 2010 models will keep 32.4% of their value after five years. That’s an improvement—for 2009, KBB put the residual value of Ford’s models at 31.7%. Likewise, GM’s 2010 five-year residual value is 31.3%, up from 29.5% a year earlier. Chrysler’s figures are 29.5% for 2010 models, compared with 29% for 2009 models.
KBB’s top ten models for five-year residual value after the jump.