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robertkstone · 6 years ago

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2019 Hyundai Veloster N First Test Review

Hyundai products’ year-over-year progress seems to improve at an exponential rate rather than a linear or incremental one. The step between one generation of a model and its successor is much larger than most manufacturers achieve. Hyundai’s quality, dynamics, and even styling seem to skip a generation while advancing a generation. The Veloster is no exception. Of the first-generation Veloster, we said, “When Hyundai gives it the engine it desperately needs and tunes the suspension to deliver the sportiness the exterior suggests, [the Veloster] will be the hottest pocket-rocket in the segment.” Well, guess what? For 2019, Hyundai did those things and the Veloster advanced to our 2019 Car of the Year finalist round.

In the meantime, however, Honda sucked all the air out of the room by offering for the first time in the U.S. its enigmatic Civic Type R. After setting numerous front-wheel-drive lap records the world over, including at our 2018 Best Driver’s Car competition, it also earned finalist status in our 2018 Car of the Year contest. If that weren’t enough, in a sport compact comparison test against a Ford Focus RS, Subaru WRX STI Type RA, and a Volkswagen Golf R, we named it the winner and called the Civic Type R “the new world-standard hot hatch.” Does the 2019 Hyundai Veloster N have the goods and the aim to take down the king?

First the Details

From technical director Frank Markus’s exhaustive first drive of the entire three-door hatchback Veloster lineup, we learn that for 2019, the Veloster gets updated styling inside and out as well as new engines, transmissions, and suspensions. The new Veloster is 0.8 inch longer and 0.4 inch wider (the N is another 0.4 inch wider), yet the car rides on the same 104.3-inch wheelbase. “Without changing the [nominal] height,” Markus writes, “the roof slopes more steeply, but savvy packaging adds 0.6 inch of headroom, and seats-up cargo space balloons from 15.5 cubic feet to a CUV-ish 19.9 cubes. And, although the stylists have resculpted the flanks, revised the nose, added LED jewelry, and applied the latest aerodynamic tricks like air curtains at the front and rear tires, nobody will mistake this rig for anything but a Veloster.” So true, but now it actually drives like it looks. Visually, the N is distinguished, riding 0.2 inch lower, with exclusive Performance Blue paint (others include Ultra Black, Chalk White, and Racing Red), a mesh grille with a red front splitter, side sills, and red brake calipers. The triangular brake light located on the N-exclusive hatchback spoiler also differentiates it from any other Veloster. It’s a matter of taste, but the Veloster N’s attention to details doesn’t get out of hand compared to the undisputed hot-hatch benchmark, the Honda Civic Type R, which some say has overwrought styling.

The Veloster N’s $27,785 base price nets a high level of equipment. Highlights include a proximity key with push-button ignition, height-adjustable driver’s seat, 60/40 split folding rear seats, automatic headlights, an LED shift-timing indicator, an intuitive 8.0-inch touchscreen display, an eight-speaker Infinity premium audio system with satellite radio, Apple CarPlay/Android Auto, Bluetooth, dual USB and one aux port, a rearview camera with guiding lines, and drive mode selections including Normal, Eco, Sport, and track-focused N. A feature also allows custom calibration of each tunable performance setting from suspension to throttle response. The infotainment system also has cool performance graphics, including G force, turbo boost, torque, and power readings, suspension settings, and a built-in timer. Yet the quality of the apex Veloster’s interior doesn’t quite impress us as much as the quantity of stuff. There are numerous hard plastic surfaces, and the cloth sport seats don’t look or feel any more special than those in lower-tier Velosters. Perhaps a little less restraint and more color and excitement would be nice inside the car.

The only option available on the Veloster N is a thorough and worthwhile $2,100 Performance Pack that ups the 2.0-liter twin-scroll turbo-four’s horsepower from 250 to 275 hp at 6,000 rpm, while torque remains the same at a stout 260 lb-ft at 1,450 rpm. A sportier multi-mode exhaust lets us hear it all better, too. Also included is more aggressive gearing in its six-speed manual transmission and a limited-slip differential that does an excellent job sending power to the proper front wheels. Instead of 18-inch Michelin Pilot Super Sport tires, the package substitutes 19-inch Pirelli P Zero HN tires and bigger brakes front and back, adding vented discs out back. Lastly, electronically adjustable dampers and a smaller-diameter front anti-roll bar are added to quell understeer.

A Short Detour

The first time any of us drove the Veloster N was on the infamous Nurburgring. That’s one heck of a debut and explains one half of its namesake. (N is also the first letter of Namyang, Korea, the location of Hyundai’s global R&D facility, where it was created.) With searing envy, we read features editor Scott Evans’ take on the hottest of the Velosters: “In the two laps I drove at the ’Ring, the Veloster N equipped with the Performance Package felt at home. The Veloster N is fun and confidence-inspiring in corners, and my excitement grew to a different level when I hit the autobahn. The light traffic on a Saturday morning in the countryside made it the perfect day to go fast. How fast? The speedo’s needle moved past an indicated 160 mph, though Hyundai pegs the car’s top speed at 155 mph.” Lucky duck.

Stateside, we first tested the 2019 Veloster N during our 2019 Car of the Year program on its home court, the Hyundai Proving Ground in California City. Alongside the base 2.0, 1.6T, and R-Spec Turbo trims, the N was clearly at the pointy end of the Veloster lineup: quickest to 60 mph, fastest in the quarter mile, grippiest on the skidpad, and most nimble over our industry-exclusive figure-eight test. We needed to get one back and test it on our turf, and in more favorable conditions than the high desert offered.

Testing

Our first stop was the test track where the first order of business was the braking test. In addition to our usual 60–0 mph stops, with high-performance cars, we add a 100–0 stop in every other direction and slice out the 60–0 part. We also use these 100–0 stops to generate half of those telling 0–100–0 times. During brake testing, I found the Veloster N’s attitude flat and straight, its pedal firm, the ABS quick-cycling and smooth, but the car’s attitude rather skittish and skatey. There was a lot of movement happening in the rear that, while it was controlled, wasn’t entirely confidence inspiring. However, the vented discs provided good heat capacity and no brake-pad odor, so there was little fade, even with those 100–0 mph tests added in. In order, the car required 112, 115, 111, and 111 feet to stop from 60, and 4.2 seconds to stop from 100 mph. The Civic Type R needs just 99 feet to stop from 60, and 3.9 seconds to stop from 100 mph.

On the drag strip with the most aggressive “N” mode on and traction control disabled, I found it difficult to carry enough initial wheelspin from a standstill. At first I thought traction control was not fully defeated but soon realized it was due to the immense grip of the P Zero tires. With the engine revving in first gear, coming off the clutch quickly would spin the tires slightly, but then they’d bite and bog the engine down. I found I had to really zing the revs it to produce a smooth, controlled launch with that telltale ch-ch-ch-chirp confirmation. That’s what it needs/wants, and the times improved by 0.5 second—all in the launch. As they say, “drive it like ya stole it.” The clutch pedal’s bite-point is good, but not as intuitive as a Civic Type R’s. The shifter and linkage, too, are good, not great. The Hyundai’s shifter itself is a further reach and the throws between gears are also longer. The results of getting it all just right are 0–60 in 5.9 seconds, 0–100 in 14.0 seconds, and a best quarter-mile pass of 14.3 seconds at 101.0 mph—a slight improvement over the high-desert results but still no match for the Civic Type R with its 5.0-second sprint to 60, and 13.7-second at 105.9 mph quarter-mile pass. The Veloster N’s theoretical 0–100–0 mph time computes to 18.2 seconds, whereas the Civic Type R does it in 16.3 seconds.

The next stop was our figure-eight course, orchestrated by testing director Kim Reynolds. He had a different take on the very same car. Kim said he observed “plenty of understeer, but also several tons of Velcro-like grip.” That’s a good start, and he added, “Power is good, torque is solid, shifter is short and precise (rivals a Miata for sure).” High praise, but he continued, “My only concern is that the brakes aren’t quite a match for the rest of it. I repeatedly overshot after what I thought was a sensible brake point. So I started to intentionally brake a little early.”

We see this sort of thing in some really fast sports cars; because they arrive at the left and right corners at such a high rate of speed, it feels like the brakes aren’t up to the task of slowing for the skidpad. I just checked the data, and Kim was going 71.4 mph before standing on the brake pedal. Any speed over 70 mph is considered pretty exceptional. Kim concluded, “The mid-corner understeer is inescapable but probably safer for the average Hyundai road warrior.” For his efforts, the Veloster N generated a 24.9-second lap and left-right average lateral acceleration was 0.95 g. Again, that’s a slight improvement over its previous results but no match for the Civic with its 73.4-mph V-max, 24.3-second lap, and 1.01-g lateral acceleration figure.

L.A.-L.A. Land

Heading out into the real world of L.A.’s freeways, city streets, and twisting foothills, we get a bigger picture of the Veloster N’s practicality, abilities, and liabilities. We appreciate the whimsy of an unconventional three-door body configuration, but the coolness factor went away as soon as four people wanted to ride in the car, one of whom had to crawl across the back seat. That slightly vague clutch uptake we noticed in testing became more problematic in bumper-to-bumper traffic, as did the shifter throws with wider-than-ideal gates. On the highway, tire and wind noise are well isolated, but so is the better-than-Civic exhaust note. However, roads we once thought smooth grew suddenly bumpier. Even in the softest, Normal mode in the Veloster N, there was too much vertical motion in the cabin. Neither car deals well with sharp tire impacts, but at least the Civic, also with multi-mode dampers, manages to better smooth ripples and undulations, remarkably well, in fact. Lastly, taking on any of the numerous squiggly roads that lead into the hills surrounding L.A. is always a joy in a sporty car—and so it was with the Veloster N. We appreciated the power, the steering, the brakes, and the grip, yet there was just something missing. It’s that sense of unique discovery, like you’re the only one who knows what a great car the Veloster N is. It’s really good, but it didn’t rise to the level of special or extraordinary in the way we had hoped it would. It certainly stands at the top of the Veloster pack, but not by as much as we’d expected it would or should. It turns out its biggest problem is not the Civic Type R, but the Veloster R-Spec.

What About the Veloster R-Spec?

At $23,785, some $6,100 (or about 20 percent) below the price of this N, the R-Spec (pictured in red below) offers about 95 percent the performance of the supposed apex trim, rides far better, and has a more interesting interior. Also with a six-speed manual, the lighter, 201-hp R-Spec is about a half second behind in acceleration, stops just as short or shorter, is just 0.02 g below on the skidpad, and but 0.3 second behind on the figure-eight. It’s hard to justify the Veloster N when the R-Spec is nipping at its heels.

Then, obviously, the $5,710 (or about 20 percent) jump from Veloster N Performance Pack to a Civic Type R is equally big, and one could argue against it for the same reasons: Why get a Civic Type R if its performance isn’t that much better? The way it accelerates is similar, but it’s about a full second quicker across the board, which feels absolutely bonkers in a front-drive car. The Civic’s supercar-like lateral grip and 60–0 braking are noticeable, too, even to non-car people. And the Type R’s shifter, like the one in the long-gone S2000, is one for the ages. The difference is that the 306-hp Civic Type R is in an altogether different class of hot hatch. We’ve called it a game changer and still stand by that judgment.

2018 Honda Civic Type R 2019 Hyundai Veloster N 2019 Hyundai Veloster R-Spec Turbo DRIVETRAIN LAYOUT Front-engine, FWD Front-engine, FWD Front-engine, FWD ENGINE TYPE Turbocharged I-4, alum block/head Turbocharged I-4 alum block/head Turbocharged I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DI from PerformanceJunk WP Feed 3 https://ift.tt/2T1sglX via IFTTT

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eddiejpoplar · 7 years ago

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October 2017 Auto Sales: Ford Moves F-Series, Honda Moves Its Sedans

Volkswagen, Audi, Nissan, and Ford Motor Company were the big winners in the October 2017 sales race, when measured against October 2016.

While VW and Audi can ascribe their successes to sport/utilities, notably the VW Atlas and Tiguan and Audi Q5 and Q7, the Ford story is as usual, about pickup trucks. The increase in F-Series sales is equal in volume to nearly 90 percent of Ford’s higher number of 11,623 more cars and trucks than last year at this time. Nissan, somewhat incongruously, had a good month with its Sentra compact, as well as its hot, and expanded, Rogue sport/utility line.

American Honda, which recorded a slight increase last month, says it’s mostly due to car sales, not SUV sales. Civic and Accord both outsold CR-V in October. The Honda results, at least, and maybe the Nissan Sentra show there’s still life in the compact and midsize sedan segments, and that perhaps the surge in SUV popularity isn’t a permanent thing.

GM attributes its fairly small decline to continued discipline on fleet sales, and says its retail market share has topped 17 percent for three consecutive months, for the first time since 2011.

One somewhat disturbing trend is that big luxury sedans, specifically the Mercedes-Benz S-Class, Cadillac CT6, Lincoln Continental, and Audi A8 all were down substantially last month, though the unveiling of Audi’s next A8 no doubt contributed to its slower sales. We don’t know about the BMW 7 Series yet, because BMW Group in the U.S. will be a day late reporting sales results, due to an IT issue.

Subaru again outsold Hyundai/Genesis for the month, though by just 135 units. Year-to-date, Hyundai/Genesis is 32,103 units ahead of Subaru, and has some strength in its more profitable premium brand, which doesn’t have any SUVs of its own just yet.

Cadillac has sold 953 more units, year-to-date, to slide past Acura and become the fifth-bestselling luxury/premium brand.

And so, to the numbers …

1. General Motors: 252,813, off 2.2 percent.

Chevy Camaro led Pony Car Wars, though it dropped 9.6 percent, to 5,674, as Ford Mustang sales fell 3.3 percent, to 5,236, and Dodge Challenger was off 6 percent, to 3,893.

Chevrolet sales fell 3.8 percent, to 175,100, while GMC was up 4.6 percent, to 44,630, Buick was off 4.5 percent, to 19,142 and Cadillac dipped 0.1 percent, to 13,931.

Chevy Equinox, though temporarily hit by a strike at its Ontario assembly plant last month, was up 28.5 percent, to 25,272.

Malibu fell 9.3 percent, to 14,647, and Cruze plunged 35 percent, to 11,129.

Chevy Traverse was up 1 percent, to 11,098. GMC Acadia sales rose 5.2 percent, to 9,012 and Buick Enclave, a mix of old and new, was up 30.5 percent, to 5,243.

Chevy Silverado sales rose 6.8 percent, to 53,157 and GMC Sierra was up 25.5 percent, to 18,895, for a combined 73,052.

Chevy Colorado was off 5.6 percent, to 9,990 and GMC Canyon inched up 2.7 percent, to 2,860, for a combined 12,850.

Buick Encore was up 25.2 percent, to 5,243 while LaCrosse lost 43.7 percent, to 1,408.

Cadillac Escalade was up 4.6 percent to 2,079 and Escalade ESV was off 17.7 percent, to 1,196.

XT5 was again Cadillac’s sales leader, up 19.5 percent to 5,961, as CT6 fell 39.5 percent, to 796.

2. Ford Motor Company: 200,436, up 6.2 percent.

F-Series sales jumped 15.9 percent, to 75,974, making it more popular than Subaru and Mazda combined.

Transit was up 0.9 percent, to 10,290.

Escape continues to lead Ford’s SUV sales, though off 1.9 percent, to 23,064, while Explorer was up 5 percent, to 16,914.

Fusion was off 6.2 percent, to 17,536 and Focus was up 7.8 percent, to 10,095.

Lincoln brand slid 1.8 percent, to 8,909. MKX was sales leader, jumping 17.8 percent to 2,684. MKC also was up, by 10.3 percent, to 2,114.

Lincoln MKZ fell 10.9 percent, to 2,211 and Continental was off 18.5 percent, to 996.

3. Toyota Motor Sales: 188,434, up 1.1 percent.

The Toyota brand was up 2.5 percent, to 165,540 and Lexus was off 7.7 percent, to 22,894.

RAV4 remains Toyota’s bestseller, up 34.1 percent to 34,086. The RAV4 Hybrid accounted for 5,012 of those, up 46.8 percent over October ’16.

Camry was off 11.2 percent, to 26,252 and Corolla dropped 17 percent, to 24,667.

Prius was off 5.2 percent, to 7,710.

Highlander was Toyota’s second-bestselling SUV, off 1.2 percent to 17,461, and 4Runner was next, up 30.6 percent, to 11,153. Toyota sold 3,638 CH-R crossovers.

Toyota 86/Scion FR-S was off 27.6 percent, to 458.

Tundra was up 5.1 percent, to 10,022, and Tacoma was off 0.4 percent, to 15,804.

RX led Lexus sales again, up 4.1 percent to 8,374. The NX was next, up 6.2 percent to 4,540.

Lexus ES was off 19.7 percent, to 3,365. IS sales fell 21.8 percent, to 1,972.

4. Fiat Chrysler: 153,373, off 13 percent.

Jeep slipped 3 percent, to 67,074, as changeover to the much-anticipated new Wrangler helped knock that model’s sales down by 7 percent to 13,391.

Grand Cherokee was off 4 percent, to 17,215 and Cherokee was up 19 percent, to 16,138.

The new Jeep Compass was up 81 percent, to 11,207.

Chrysler brand fell 22 percent, to 11,018. Pacifica was off 2 percent, to 7,593 and 300 slipped 4 percent, to 2,917.

Dodge plummeted 41 percent, to 24,476, with Caravan down 79 percent, to 2,431. Journey was down 60 percent, to 4,719 and Durango was up 11 percent, to 5,148.

Dodge Viper was down 73 percent, to 17. Charger sales rose 19 percent, to 8,096.

Ram brand slid 3 percent, to 47,831, with the pickup up 1 percent, to 44,201. ProMaster was off 41 percent, to 2,638.

Fiat fell 33 percent, to 1,769, with 500 down 37 percent to 801 and 500X down 28 percent, to 561.

Fiat 500L was up 34 percent, to 159 and 124 Spider was down 44.1 percent, to 248.

Alfa sold 726 Giulias and 434 Stelvios, while new showroom traffic worked out for 4c, up 96 percent, to 45.

5. American Honda, 127,353, up 0.9 percent.

Honda division was up 1.2 percent, to 114,655 and Acura was off 1.3 percent, to 12,698.

Is an SUV backlash starting with Honda? Civic was its bestseller last month, up 15 percent, to 30,319. CR-V was next, off 8.4 percent, to 27,773, and Accord, amidst a model changeover, was up 4.7 percent, to 26,740.

Honda Pilot was up 18.5 percent, to 10,285, Odyssey was off 4.2 percent, to 7,301 and Ridgeline was off 19.6 percent, to 2,709.

Utilities continue to propel Acura, though, with MDX up 4.7 percent, to 5,287 and RDX off 10.4 percent to 3,532.

TLX was next, off 1.7 percent, to 2,668 and ILX was up 2.6 percent, to 1,025.

Acura sold 87 NSXes, up 29.9 percent.

6. Nissan Group: 123,012, up 8.4 percent.

Nissan division was up 10.2 percent, to 112,716 and Infiniti dropped 8.1 percent, to 10,296.

Rogue, including the new, smaller Rogue Sport, remains a blockbuster, at 30,286, up 43 percent.

Sentra, up 29.5 percent to 18,341, led Altima, off 11.8 percent to 17,863.

Pathfinder was up 4.5 percent, to 6,708 and Versa was up 7.2 percent, to 9,556.

Titan sales fell 2.3 percent, to 4,114 and Frontier was off 2.3 percent, to 6,219.

QX60 is Infiniti’s bestseller, at 3,227, up 10.2 percent. Q50 was off 24.3 percent, to 2,751 and Q60 was up 25.4 percent, to 909. QX30 was off 7.7 percent, to 671.

7. Subaru: 54,045, up 0.5 percent.

Outback led, but fell 12.3 percent to 15,786, while Forester was off 12.4 percent, to 13,430.

Crosstrek made up for them, up 29.9 percent to 10,871.

Impreza was up 123.7 percent, to 6,733, compared with an early launch month for the new model in October ’16.

WRX/STI was off 6.3 percent, to 2,416 and BRZ was off 17.9 percent, to 271. Combined Toyota 86/Scion FR-S and Subaru BRZ sales totaled 729.

8. Hyundai: 53,010, off 15 percent.

That entails 51,224 Hyundai-brand vehicles, off 15.9 percent, and 1,786 Genesis models (measured against Hyundai Genesis sedan/Equus models from 2016), up 48.7 percent.

Elantra led the Hyundai brand at 14,733, off 7.4 percent. Santa Fe was next, up 15.1 percent to 13,024.

Tucson was up 8 percent, to 8,731. Sonata dropped 49.3 percent, to 13,024.

Genesis sold 1,408 G80s, up 27 percent over the Hyundai Genesis in October ’16.

9. Kia: 44,397, off 9.4 percent.

Soul jumped to the top of Kia sales for the month, though down severely by 29 percent, to 9,254. Forte edged up 15 percent, to 9,219.

Optima was off 24.3 percent, to 7,554. Sorento was off 15.3 percent, to 6,478.

Kia sold 1,935 Niros, for a total of 22,605 year-to-date.

10. Mercedes-Benz USA: 31,541, off 0.8 percent.

Mercedes passenger cars were up 1 percent, to 28,995, while vans were off 10.1 percent, to 2,446 and Smart dropped 66.5 percent, to 140.

C-Class still leads, though off 3.7 percent, to 5,996.

GLE-Class was up 19.2 percent, to 4,817, and E-Class/CLS was up 22.3 percent, to 4,681.

GLC-Class was up 18.3 percent, to 4,245. S-Class dropped 49.3 percent, to 1,228.

11. BMW Group: SALES REPORT DELAYED 24 HOURS

BMW Group says U.S. sales results will be delayed until Thursday, due to a “significant IT issue.”

12. Volkswagen: 27,732, up 11.9 percent.

The new Atlas more than covered VW’s 2,953-unit increase, with 3,664 of the midsize three-row SUVs sold. VW sold 3,848 ’18 Tiguans and 1,263 old ones, up 53.9 percent over the ’17 Tiguan last year.

Passat was off 36.8 percent, to 3,937.

Jetta remains VW’s bestseller, up 14.2 percent, to 9,217 and Golf was off 8.6 percent, to 4,697.

Beetle plunged 47.2 percent, to 796.

13. Mazda: 20,811, off 4.7 percent.

The compact CX-5 SUV leads, at 10,306, up 15.3 percent.

CX-9 was up 7 percent, to 1,971 and CX-3 slid 17.5 percent, to 1,278.

Mazda3 was off 32.1 percent, to 4,534 and Mazda6 slid 27.3 percent, to 2,125.

MX-5 Miata sales were up 18.2 percent, to 597, for a combined 845 for the RWD sports car platform.

14. Audi: 19,425, up 9.6 percent.

SUVs are the success story at Audi, which boasts its best October ever. Q5 was up 43.6 percent, to 5,416, and Q7 was up 22.9 percent, to 3,438.

A4 was Audi’s next-bestseller, at 2,576, off 33.3 percent. A5 was up 251.9 percent, to 2,143.

Q3 was up 4 percent, to 2,021.

TT sales dropped 44.3 percent, to 160, and R8 was down 42.6 percent, to 35.

15. Jaguar/Land Rover: 8,368, off 4 percent.

Land Rover sales inched down by 1 percent, to 5,477

Jaguar was off 10 percent, to 2,891.

The new Range Rover Velar became the Land Rover’s bestseller in its first month, with 1,327 sold.

Jaguar F-Pace was up 16 percent, to 1,444.

16. Mitsubishi: 7,381, off 3.4 percent.

Outlander Sport was off 5.8 percent, to 2,537. Outlander was off 1.3 percent, to 2,397.

Mirage sales jumped 18.7 percent, to 1,768, while Lancer sales dropped by 33.5 percent, to 679.

17. Volvo: 7,008, up 10.5 percent.

XC90 continues to lead, up 7 percent to 2,550.

Volvo sold 1,210 new XC60s and 678 old leftovers, for a total of 1,888, compared with 1,611 of the old models last year.

Volvo moved 213 new V90 Cross Countrys, compared with 31 V90s. S90 was up 166.1 percent, to 934.

18. Porsche: 4,715, up 4.6 percent.

Panamera was up 118.3 percent, to 644, and 911 was up 55.6 percent, to 691, while all other models slid.

Macan dropped 16.1 percent, to 1,779 and Cayenne lost just four units, to 1,202. Boxster/Cayman was down 9.5 percent, to 399.

Luxury/Premium Brands, YTD:

1. Mercedes-Benz 271,205 2. Lexus 242,533 3. BMW TBD 4. Audi 180,339 5. Cadillac 127,777

Pony Car Wars, Year-to-Date

1. Ford Mustang 67,432 2. Chevrolet Camaro 59,401 3. Dodge Challenger 56,169

Select Sports Cars and EVs, YTD:

1. Chevrolet Corvette 20,236 2. Chevrolet Bolt 17,083 3. Chevrolet Volt 16,710 4. Nissan Leaf 10,953 5. Mazda MX-5 Miata 10,314

Midsize cars, YTD:

1. Toyota Camry 308,759 2. Honda Accord 277,542 3. Nissan Altima 217,724 4. Ford Fusion 177,278 5. Chevrolet Malibu 155,809

Compact CUVs, YTD:

1. Toyota RAV4 346,316 2. Nissan Rogue 327,213 3. Honda CR-V 308,706 4. Ford Escape 256,942 5. Chevrolet Equinox 238,007

The post October 2017 Auto Sales: Ford Moves F-Series, Honda Moves Its Sedans appeared first on Automobile Magazine.

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jesusvasser · 7 years ago