TrueDelta has once again updated the results of its Car Reliability Survey. Based on over 10,000 responses for the first time, the new results cover owner experiences through March 31, 2009. Elsewhere, results continue to be based on an April 2008 survey. Thanks to these prompt quarterly updates, TrueDelta can provide reliability stats on new or redesigned models sooner, and then closely track cars as they age. Among the highlights: the 2009 Audi A4 has required 37 repair trips per 100 cars per year—similar to the benchmark Honda Accord. The implication: most of these cars will not require any repairs in their first year.

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From the 1970s to the 1990s, Honda earned a reputation as the most technically innovative and ecologically sensitive Japanese automaker. Honda introduced the first hybrid to the American market. Unfortunately, its rep for green tech leadership took a big hit when the original Insight, an EV1ish tear-drop-shaped two-seater, was totally eclipsed by Toyota’s Prius. Hybrid versions of the Civic and Accord did little to stem Toyota’s PR gains. For 2010, Honda has introduced an all-new Insight hybrid. Does this car have a shot at ending Toyota’s dominance of the green car mindscape?

Even the most even-handed comparison tests reflect a specific set of specifically weighted criteria. Then there are those that aren’t even-handed. Car comparison tests don’t come much more tilted than the “Camaro vs. Genesis” comparison test in the June 2009 Car and Driver.

It doesn’t seem that long ago that General Motors was pouring billions of dollars into Cadillac in a bid to create a line of world-class luxury cars. American enthusiasts rejoiced. Now, with GM on the verge of bankruptcy, all signs point to a full-scale retreat. Assuming GM pulls through, within the next five years it will kill Buick outside China–or at least kill its Lexian aspirations–and shift Cadillac downmarket into a “near luxury” position.

This site is not generally known as a fan of GM’s cars. And yet TTAC has lavished much love upon Pontiac’s thunder from down under: the G8 GT. The general line: if the 361-horsepower V8 version is magic, the 415-horsepower GXP should be an automotive miracle. Especially as the GXP offers the option of a manual gearbox. So, did Pontiac save its best car ever for last?

Time’s up! GM has announced that 2010 will be Pontiac’s final year. No surprise to anyone who’s been reading the writing on the wall. But nevertheless a sign that those in charge of GM’s destiny are more interested in appearing to be doing something than in actually addressing the core weaknesses of the car manufacturer. Why is so much attention focused on GM’s brands? Because, like the CEO, they’re what outsiders can see and at least superficially understand. The real problems are both less visible and less easily comprehensible.

Quick: name a Hyundai sports sedan. Can’t do it, can you? If there’s ever been one, I’m not aware of it. No, the late unlamented Hyundai Elantra GT doesn’t count. Even with a red “GT” on the rump, the suspension tuning decidedly prioritized ride quality over handling. Perhaps “GT” means “standard leather” in Korean? But let’s not count Hyundai out just yet; there’s no Sonata GT in the lineup at the moment. Meanwhile, for 2009, the Korean manufacturer has quietly dipped a toe into the sport sedan pool by adding a “sport suspension” to the Sonata SE. This site has deemed the Sonata—in GLS form—“a great car for people who don’t care all that much about cars.” Do firmer springs and dampers transform the midsize sedan into “a great car for people who do care about cars?”

The auto industry spends millions each year studying what motivates people to buy a car. Much less studied, perhaps not even studied at all is what motivates people to get rid of a car. After all, people don’t just fall in love. They also fall out of it. We have a list of likely suspects: new car fever, the warranty running out, problems, maybe even the suspicion of future problems. So, what motivated you when you got rid of a car? A few critical bits of info: model, model year, month/year sold, odometer when sold (or junked). Extra credit: month/year purchased, odometer when purchased. Lessees need not respond: you’re boring—the lease simply ran out. I’ll go first. I traded my 1996 Ford Contour SE V6 (purchased October 1997 with 23k miles) when the engine lost some compression in three cylinders thanks to an engineering defect. Replacing the engine would have cost more than the resulting increase in the car’s value. That was in November 2003, with 69,000 miles. We sold my wife’s 1998 Olds Intrigue (purchased in January 1999 with 14k miles) in July 2004 with odometer in the high 70s because she was bored with it, and we thought it might start having problems at some point—though it had had none for the previous 2-3 years.

Automotive News [sub] reports that Ford has reduced its global warranty costs by a not inconsequential $1.2b during the past two years. My initial thought: fewer sales, fewer warranties to honor. But the per-vehicle warranty repair rate has dropped by 50 percent for U.S. Ford, Lincoln and Mercury vehicles since 2004. “Ford’s biggest quality gains have been on newly launched vehicles compared with the vehicles they replaced,” pronounceth Curt Yun, Ford’s director of global warranty. “The last 24 months have revealed some of our best quality results.” Yes, BUT while the results may have been revealed in the last two years, the headline numbers don’t strictly apply to cars built in the last two years. Ford made its largest reliability gains in the 2005 and (especially) the 2006 model years. Recently the rate of improvement has slowed: savings in 2008 only account for $100m of the $1.2b total. Why didn’t FoMoCo save more in ’08? This suggests that the low-hanging fruit has been picked. Of course, the factory warranty is only three years on Fords and four on Lincolns. How will these new models hold up after the warranty expires, as has recently been the case for the 2005s? 

[To view Ford’s performance in TrueDelta’s Car Reliability Survey, click here] 

First, I visited the Eco drive event in the basement. In past years, they stuck suppliers and the Chinese down here. This year, with Nissan and Porsche absent and others asking for less space, most everyone moved to the main floor. So what to do in the basement? How about a lavishly landscaped road course on which to sample hybrids and such?

The first presentation I attended on the second day of NAIAS was for Lincoln (no mention of Mercury). The MKT crossover has a roomy interior that manages to look and feel more upscale than that of the MKS sedan. Stitched upholstery on the center stack and center console are an improvement over silver-painted plastic. As in the MKS and the related Ford Flex, seats in the first two rows are very comfortable. So what’s not to love? That would be the clunky, chunky exterior.

Well, the first day at the 2009 North American International Auto Show wasn’t such a bust in the end. I began the day by attending the Intro and North American Car of the Year Awards. During the intro talk the Detroit show sought to demonstrate that it was still relevant by trotting out senior executives from the auto companies that didn’t opt to skip this year’s show. Among the execs from GM, Ford, Toyota, Honda, VW, and so forth was… Henrik Fisker. “Which one of these is not like the others…” started running through my head. Pretty good for a guy who reskinned SL’s and 8’s until he figured out it was better to ride the green gravy train. But that’s the way Detroit rolls these days.

In a sure sign that the party’s over, the Detroit Show’s best free party isn’t even happening this year. In past years, Chrysler has treated journalists to all they cared to each and drink each night at the Firehouse restaurant and bar across the street from Cobo hall. With senior execs tending bar, no less. And to remind the press corps of the OEM’s largesse, their press-only blog was call “the Firehouse.” Still is, in fact. Except now the blog’s name (and the frequent emails announcing each post) will remind journalists of the party that isn’t happening. Will harsher reviews result? Not here at TTAC– can’t get any harsher when the subject is a Chrysler (aside from some love for the Challenger). I for one am not looking forward to heading home early after the show. Enjoyed the food, the beer, and meeting up with other journalists. No more, unless one of the upstart Chinese cares to step in and fill the gap. Bummer.

Figuring many TTAC readers would be interested, I input pricing for the new 370Z into TrueDelta’s pricing database the day it was released. Since TTAC licenses this information, this site is about the only place you can already configure the new, 332-horsepower 370Z. Media reports suggest that the new car handles better and has a nicer interior than the less compact, slightly heavier 350Z. Compared to the 2008, the base price is up $1,425, to $30,625 (the $30,000 figure you’ll read elsewhere ingores destination). BUT the new car has airbags, stability control, and a few other features as additional standard equipment. Adjust for these, and the 2009 is actually priced a bit lower than the 2008. The more agile Mazda RX-8 runs about $3,500 less, but no doubt most people will opt for the much more powerful Nissan when choosing between these cars. When both cars are loaded up, the related Infiniti G37 coupe runs about $3,800 more than the 370Z. But adjust for the Infiniti’s additional content (sunroof, additional power seat adjustments, etc.) and the difference is close to zero.

[Michael Karesh’s TrueDelta.com is a TTAC info provider]

Knowing Jonny would be interested, I rushed pricing for the 415-horsepower Pontiac G8 GXP into TrueDelta’s database, so you can now configure one here on TTAC as well. [To my knowledge, there’s nowhere else you can already configure a G8 GXP.] Base price is $39,995 after destination and the gas guzzler tax–the EPA ratings of 13/20 are almost identical to those for an SRT8. This is what happens when you delete the GT’s “active cylinder management.” The only options are $695 if you want the manual (not available at any price on an SRT8 sedan) and $900 for a sunroof. Bluetooth has been added to 2009 G8s, but if you want nav you’re still SOL. This pricing puts the GXP about $1,700 below a Dodge Charger SRT8 at MSRP. At invoice–what you’ll more likely be paying–the difference is a smidge over $1,000. The premium over the 361-horsepower GT? About $6,500 even after adding leather seats to the latter (they’re standard on the GXP). And that’s before including the $1,500 rebate on the GT. No word yet on whether the GXP will get the same rebate right out of the gate. But seeing as the GXP can’t be worth $8,000 more than the GT, a rebate at least this large seems almost certain.

[TrueDelta is a TTAC information provider]