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    LA Auto Show: 2016 Honda HR-V


    • Honda 'Finally' Details the HR-V For North America


    Next up in the subcompact crossover fest at the LA Auto Show is the 2016 Honda HR-V. Now we've seen different variations of this new model since it was introduced in Japan last year. Now we get the specs for the North American version.

    While the HR-V is based on the new Fit, the styling is heavily influenced by the larger CR-V with similar front ends and roof shape. But the HR-V has its own unique design touches such as the rear door handles integrated in the rear pillar. The HR-V has an overall length for the new model is 169.1 inches, about 10 inches shorter than the CR-V. But on wheelbases, the two models are very close. The HR-V rides on a 102.8-inch wheelbase, just 0.3 inches shorter than the CR-V's wheelbase.

    Inside, the HR-V features a airy cockpit with loads of standard features such as Hill Start Assist and a multi-angle rearview camera. The Fit's Magic Seat storage system which allows the rear seat to be configured in five different ways helps the HR-V's storage which is a maximum of 58.8 cubic feet.

    Honda says the 2016 HR-V will be heading to dealers early next year.

    Source: Honda

    Press Release is on Page 2


    All-new 2016 Honda HR-V Crossover Makes North American Debut at 2014 Los Angeles Auto Show

    • 2016 Honda HR-V crossover – arriving early next year – delivers dynamic styling, incredibly spacious and versatile cabin and fun, fuel-efficient performance

    Nov 19, 2014 - LOS ANGELES: The all-new 2016 Honda HR-V crossover, unveiled today at the 2014 Los Angeles International Auto Show, blends the styling of a coupe, the toughness, space and utility of a SUV and the quality of a Honda in one sporty, personal and versatile multi-dimensional vehicle. The well-equipped HR-V, launching at Honda dealerships nationwide early next year, will enter the fast-growing entry crossover market with dynamic yet refined exterior styling, fun-to-drive performance, class-leading fuel economy ratings and unmatched interior spaciousness and cabin versatility.

    Utilizing a new global platform, the all-new Honda HR-V has one of the most spacious and versatile cabins in its class. Utilizing its unique platform design with a center-mounted fuel tank and reconfigurable second-row "Magic Seat," the completely new HR-V has voluminous interior space along with a flexible cabin featuring multiple seating/cargo modes. With 100.1 cu. ft. of passenger volume (LX) and 58.8 cu. ft. of cargo volume with the second row seats down, the HR-V has space to rival some competitors' mid-size SUV offerings.

    "The new HR-V crossover is a true segment-busting vehicle, unlike anything else on the market today," said Jeff Conrad, senior vice president American Honda Motor Co., Inc. and general manager of the Honda Division. "It's got all the essential elements of our Honda DNA, our packaging innovation, fuel-efficient powertrain technology, leading safety technology and, above all, Honda quality, to make this an incredibly compelling, sporty and value-packed new member of the Honda family."

    2016 HR-V Key Packaging Specifications Wheelbase, in. 102.8 Length, in. 169.1 Width, in. 69.8 Height, in. 63.2 Passenger volume, cu. ft. 100.1 (LX), 96.1 (EX, EX-L) Cargo volume, cu. ft. 24.3 rear seats up

    58.8 rear seats down Seating capacity 5

    The HR-V's dynamic appearance and sporty, solid stance is aided by its coupe-like cabin shape and bold and powerful face, complemented by distinctive side contours, including a sharply upswept character line, deeply sculpted lower body form and the strong horizontal taper of both the front and rear fascia. Concealed rear door handles further enhance its coupe-like appearance.

    The HR-V's sporty and sophisticated interior features an expansive, airy cockpit with an abundance of soft-touch materials and premium detailing punctuated by precise bezels, sophisticated stitch lines and upmarket brushed chrome and piano black highlights – all fitting its mission as a youthful yet refined personal crossover vehicle. The three-meter driver's instrument cluster features "floating" illumination rings and Honda's ECO Assist feature, wherein the speedometer illumination changes from white to green depending on the fuel efficiency of the driver's vehicle operation.

    Power comes from a highly refined and responsive 1.8-liter SOHC 16-valve 4-cylinder engine with i-VTEC valvetrain producing a peak 138 horsepower at 6,500 rpm and 127 lb.-ft. of torque at 4,300 rpm (both SAE net). The engine is mated to a sporty and fuel-efficient continuously variable transmission (CVT) with Honda "G-design" shift logic, or a slick-shifting 6-speed manual transmission (2WD models only). The HR-V is available in either two-wheel-drive or all-wheel-drive drivetrain configurations. All-wheel-drive models feature Honda's Real Time AWD with Intelligent Control System for outstanding all-weather traction and control. Driving efficiency, handling performance and cabin quietness are further aided by an aerodynamic shape and a lightweight yet rigid body structure with significant noise-insulating materials and design features.

    In keeping with Honda's commitment to safety, the HR-V is expected to deliver top-in-class collision safety performance and incorporates Honda's next-generation Advanced Compatibility Engineering™ (ACE™) front body structure, designed to more efficiently absorb and disperse the energy from a frontal collision. Standard safety and driver-assistive features include four-channel anti-lock brakes (ABS) with Brake Assist and Hill Start Assist; Vehicle Stability Assist™ (VSA®) with Traction Control; an Expanded View Driver's Mirror; a Multi-Angle Rearview Camera; dual-stage, multiple-threshold front airbags, driver and front passenger SmartVent™ side airbags and side-curtain airbags for all outboard seating positions; and Tire Pressure Monitoring System (TPMS). The HR-V is anticipated to earn top collision safety ratings from the NHTSA (5-Star Overall Vehicle Score) and IIHS (Top Safety Pick).

    Standard equipment on all HR-V models, available in LX, EX and EX-L trims, include power windows, power mirrors and power door and tailgate locks, electronic parking brake, rearview camera, aluminum-alloy wheels, tilt and telescoping steering wheel with audio and cruise controls, Bluetooth® HandsFreeLink® phone interface and Pandora radio. Higher trim models can be equipped with premium features including Honda's 7-inch touchscreen Display Audio telematics interface, Honda LaneWatch™, Smart Entry/Push-Button Start, paddle shifters, SiriusXM® radio, HD Radio™ and Honda Digital Traffic, heated front seats, a power sunroof, embedded navigation and leather trim.

    The 2016 Honda HR-V is covered by a comprehensive 3-year/36,000 mile new vehicle limited warranty and a 5-year/60,000 mile powertrain limited warranty. Additional benefits of ownership include Honda Roadside Assistance, which provides free 24-hour roadside assistance during the 3-year/36,000-mile new vehicle limited warranty term. The HR-V will be manufactured alongside the Fit at Honda's newest North American auto plant, in Celaya, Mexico.

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    WOW, could you make this any more forgettable!  I just do not get Honda's lack of design language or at least building something that will stick in a persons mind. Yet I am sure the ultra conservative people will love it.

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    Honda will sell the bejezus out of these, but some of those sales will come at the expense of CR-V sales and possibly Fit sales. I'm sure Honda has accounted for that though. 

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    I actually like this, and that Magic Seat thingamabob is pretty smart.  I just wish it weren't gutless, at least on paper.  I wonder what a drag race would reveal between this, the Trax, 500X, and CX-3.

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    Don't forget the Renegade! It probably has the most powerful available engine in the lot with the 2.4 being available under the hood. 

     

    Do you guys think the Subaru CrossTrek should be considered in this class as well?  

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    I guess it's on the verge of it.  Before I bought my current car, I drove a Crosstrek, and I found it to ride too hard, plus I felt like the manual trans needed another gear, it felt like it was wound too tight to me.

     

    You can get the 2.4L Tigershark in the 500X, IIRC.

    Edited by ocnblu
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    I guess it's on the verge of it.  Before I bought my current car, I drove a Crosstrek, and I found it to ride too hard, plus I felt like the manual trans needed another gear, it felt like it was wound too tight to me.

     

    You can get the 2.4L Tigershark in the 500X, IIRC.

     

    Yeah but this will be the rare case where the Fiat is actually the heavier car.

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    I feel like this had promise... But I was hoping for more power than 138 naturally aspirated horses. Perhaps foolish on my part, but if you combine that with the CVT and AWD, it's going to be quite sluggish. I'll be surprised, otherwise. Also, how long until people start complaining about the touch-sensitive climate controls? It hasn't worked for Ford or Cadillac, I doubt Honda could have really made it usable. 

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    depends on how they tune the CVT and AWD. Hondas are FWD until they detect slip in the rear wheels (and then sometimes they still stay FWD), so it's not like it has to run the AWD system 99% of the time. Encore and the Trax have 138hp also, around town it feels quite zippy because the 1st and 2nd gear are really short, if Honda tunes the CVT the same way, it'll do okay.  The only time I ever wish for more is highway ramp acceleration when already going a decent speed.   The Encore runs in 50/50 AWD at take-off then switches to FWD after it decides everything is safe. 

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      Curb Weight: 3,979 lbs
      Location of Manufacture: Gliwice, Poland
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    • By William Maley
      Summertime means something different for everyone. For some, it’s time to enjoy the sunshine and warm weather. For others, it is the time to take that trip you have been thinking about for awhile. If you’re an automotive writer like myself, summertime means convertible season. The feeling of having the roof down and enjoying the expanded view of the sky is something quite special. This summer saw two of GM’s latest convertibles roll into the Cheers & Gears’ Detroit garage, the new Buick Cascada and recently redesigned Chevrolet Camaro SS convertible. How did these two droptops fare in the summer heat?
      Exterior:
      There is no denying the Opel/Vauxhall roots of the Buick Cascada as it is just basically the Cascada sold in Europe with Buick basing. But that isn’t a bad thing since the Cascada is handsome for the most part. The front features a new grille design and headlights with LED accents. The side profile reveals short overhangs for the front and rear. These overhangs make the side look somewhat oddly proportioned. A set 20-inch wheels come standard. Around back, a long chrome bar runs along the trunk lid into the taillights. 
      On the opposite end is the Chevrolet Camaro. If you’re looking for something quiet and doesn’t bring attention, then maybe you should pass on it. Redesigned last year, Chevrolet retained the Camaro’s basic profile with its sharp lines and rounded corners. But major work was done on the front and rear ends. The front features a narrow top grille and slim headlights. A massive grille sits underneath between a set of deep cuts into the front bumper. The back has been cleaned up with a new trunk lid design, rectangular headlights, and quad-exhaust tips. 
      One item both the Cascada and Camaro share is a fabric top. Putting the top down or up takes under 20 seconds for both vehicles. With the tops down, both vehicles look quite good. But put the tops up and the Cascada is the better looking of the two. I can’t put my finger as to why, but I think it deals with how the Cascada has a little bit more glass than the Camaro. 
      Interior:
      Unfortunately, both the Cascada and Camaro fall on their face when it comes to the interior for different reasons.
      In the case of the Cascada, it features the dash from the outgoing Verano and Encore. This reveals that the Cascada is older despite what Buick may have you think. For example, the center stack is laden with buttons and it will take you a few moments to find the specific one you’re looking for. Not helping is the Cascada using GM’s last-generation infotainment system. While the system is easy to use, the interface is looking very dated. It would have been nice if Buick could have slipped in the dash from the updated Encore into the Cascade, but that would have likely introduced more problems than solutions.
      On the upside, the Cascada’s interior is well-built and features decent quality materials. A fair amount of dash and door panels feature some soft touch material. The front seats are comfortable for short and long distance trips. Power adjustments for the driver’s seat make it easy to find a position that works. One touch Buick deserves applause for is the seat belt presenter. The front seat belts are nestled away when the Cascada is turned off to make it easier to get in and out of the back seat. But when you start it up, the presenter extends for both the driver and passenger to buckle in. The back seat provides enough space for kids or small adults. Taller folks like myself will find minimal legroom. With the top up, anyone sitting back here will feel very confined. With the top down, this feeling goes away. 
      Step into the 2016 Camaro Convertible’s interior and you’ll find the same retro ideas from the previous model such as the shape of the dash and circular vents. But Chevrolet improved the overall usability of the Camaro’s interior. For example, the retro-inspired engine information gauges that were placed ahead of the shifter in the previous generation are gone. In its place are a set of air vents that also control the temperature of the climate control system. 
      Our tester featured the optional Chevrolet MyLink system with navigation. We know we’re beating a dead horse with our complaints with MyLink such as a slow response when going from various screens and recognizing devices plugged into the USB ports. But you would think that GM would maybe issue an update or something by now to fix some of these issues? Like other Chevrolet models we have driven this year, the Camaro’s MyLink system comes with Android Auto and Apple CarPlay compatibility. We tried CarPlay and found it to be easier to use than most automaker’s infotainment systems. But, we had issues with apps crashing and the system not always recognizing our phone.
      The front bucket seats are quite comfortable and will hold you in if you decide to tackle that special road aggressively. A set of power adjustments makes it easy for anyone to find a comfortable position. The back seat is best reserved for small kids or extra storage as legroom is nonexistent. You would think that the Camaro Convertible wouldn’t feel as claustrophobic as the coupe since you can put the top down, but it isn’t. Sitting in the Camaro convertible with the top down, I felt like I was being contained in a small box. Blame the high belt line for this.
      Powertrain:
      Power for the Buick Cascada comes from a turbocharged 1.6L four-cylinder with 200 horsepower and 207 pound-feet of torque. This is paired with a six-speed automatic. The figures are impressive for this engine. But drop it into the Cascada and it is quite disappointing. Performance is very lethargic as the engine has to overcome the nearly two tons of Cascada. It feels like an eternity getting up to speed and you’ll find yourself putting the pedal to the floor to get the vehicle moving at a sufficient rate. EPA figures for the Cascada stand at 20 City/27 Highway/23 Combined. My average for the week landed at 21 mpg. 
      The Camaro’s engine lineup includes a 3.6L V6, turbocharged 2.0L four, and our SS tester’s 6.2L V8. The V8 pumps out 455 horsepower and 455 pound-feet of torque. We had the optional eight-speed automatic, but you can get a six-speed manual. The V8 makes the Camaro Convertible stupidly fun. I found myself wanting to roll down the window at a stop light to tell the vehicle next to me “let me play you the song of my people” before stomping on the accelerator and having the V8 roar into life as the light turns green. The engine will pin you in your seat if you floor it and there is a never-ending stream of power throughout the rev range. A nice touch is the optional dual-mode exhaust system that only amplifies the noises of the V8. The eight-speed automatic is ofine around town and on the highway but stumbles somewhat in enthusiastic driving where it takes a moment to downshift when slowing down. Fuel economy for the Camaro SS Convertible stands at 17 City/28 Highway/20 Combined. I got about 19 mpg during my week-long test.
      Ride & Handling:
      Describing the ride and handling characteristics of the Cascada can be summed up in one word; smooth. Buick’s engineers tuned the Cascada’s suspension to deliver an almost magic carpet ride. Even with a set of twenty-inch wheels as standard equipment, the Cascada is able to deal with rough roads with no issues. Around corners, the Cascada feels planted and body roll is kept in check. But don’t plan on doing anything enthusiastic with it. The steering is a little bit too light for it. Drive it like a relaxed cruiser and you’ll enjoy it. Wind buffeting is minimal with either the windows rolled up or down.
      The Camaro Convertible is shocking as to how well it handles. Part of this comes down to optional Magnetic Ride Control (MRC) system which limits body roll. Chevrolet engineers also worked on improving the structural rigidity of the Camaro. The combination makes the convertible just as good as the coupe in corners. Direction change is fast and there is plenty of grip coming from the meaty tires. Where the Camaro Convertible falters is the ride quality. The SS comes with a set of twenty-inch wheels. While they do look sharp, it makes for a somewhat unbearable ride. Bumps of any size are clearly transmitted to those sitting inside. MRC does its best to provide a comfortable ride, but it might be worth considering going down to a smaller wheel to improve the ride. Wind buffeting is kept in check with the windows up or down.
      Price:
      The 2016 Buick Cascada starts at $33,065 for the base model. Our up-level Premium starts at $36,065 and comes to an as-tested price of $37,385 thanks to the vehicle being finished in an optional blue color. You really don’t get much in terms of additional features when compared to the base Cascada aside from some additional safety features - front and rear parking sensors, lane departure warning, and forward collision alert - and automatic wipers. Also for that amount of cash, you could with the Audi A3 cabriolet which offers a slightly more premium interior. But you would lose out on the larger back seat of the Cascada. You would be better off with the base Cascada.
      If you have your heart set on a Camaro Convertible, be ready to shell out the cash. The 2016 Camaro 2SS Convertible carries a base sticker of $48,300 - $6,005 more expensive than the coupe. Add on the list of options fitted to our tester such as the eight-speed automatic, magnetic ride control, and dual-mode exhaust system and you’ll end up with an as-tested price of $54,075. I’ll give you a moment to pick yourself up from the floor due to the price shock. The Camaro is nice car all-around, but is it really worth dropping $54,000?! We’re not so sure. 
      Verdict:
      Both of vehicles have issues that don’t make them as appealing. The Cascada’s engine either needs to be kicked to the curb or head off to the gym to get a bit more power. It would nice if Buick could also figure how to put in the dash from the updated Encore into the Cascada, although that might prove to be an engineering nightmare and something that would be better suited for the next-generation model. The Camaro Convertible’s price tag will make a number of people and their bank accounts cry. Also for being a convertible, the Camaro still feels as claustrophobic as the coupe.
      But when you drop the tops in both models, you forget all about the issues. Instead, you begin to take in the sky and rush of the wind. This makes you remember why you bought a convertible, to enjoy the feeling of openness. It is only when you put the top back up that makes you wonder if you can live with the issues. In the case of the Cascada, the answer is no. The Camaro is a maybe.
       
       
      Disclaimer: General Motors Provided the Cascada and Camaro; Insurance, and One Tank of Gas
      Year: 2016
      Make: Buick
      Model: Cascada
      Trim: Premium
      Engine: Turbocharged 1.6L SIDI DOHC with VVT
      Driveline: Front-Wheel Drive, Six-Speed Automatic
      Horsepower @ RPM: 200 @ 5,500
      Torque @ RPM: 207 @ 1,800 - 4,500, 221 @ 2,200 - 4,000 (with overboost)
      Fuel Economy: City/Highway/Combined - 20/27/23
      Curb Weight: 3,979 lbs
      Location of Manufacture: Gliwice, Poland
      Base Price: $36,065
      As Tested Price: $37,385 (Includes $925.00 Destination Charge)
      Options:
      Deep Sky Metallic - $395.00
      Year: 2016
      Make: Chevrolet
      Model: Camaro Convertible
      Trim: SS
      Engine: 6.2L VVT DI V8
      Driveline: Rear-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 455 @ 6,000
      Torque @ RPM: 455 @ 4,400
      Fuel Economy: City/Highway/Combined - 17/28/20
      Curb Weight: 3,966 lbs
      Location of Manufacture: Lansing, MI
      Base Price: $48,300
      As Tested Price: $54,075 (Includes $995.00 Destination Charge)
      Options:
      Magnetic Ride Control - $1,695.00
      Eight-Speed Automatic - $1,495.00
      Dual-Mode Exhaust - $895.00
      Chevrolet MyLink with Navigation - $495.00
      20" 5-Split Spoke Aluminum Wheels - $200.00
    • By William Maley
      Three years might not seem like a long time. But in the automotive industry, it is an eternity. In that short amount time, a vehicle may be surpassed by competitors and sales may take a dive. Take for example the Nissan Altima. When the redesigned model was launched back in 2013, it was considered to be above-average and some key advantages over rivals. But time has passed and the Altima has been surpassed in a number of key areas by refreshed/redesigned competitors. Nissan knew they needed to do something to get the Altima back in contention. Last year, they introduced a refreshed Altima that would hopefully give them a fighting chance in the class. Let's see if it does.
      If you were expecting some big changes to the Altima’s exterior in this mid-cycle refresh, then you’ll be disappointed. The front end features a new V-shaped grille and revised headlights to bring the model in line with the current Nissan design language. Updated taillights and new wheel choices finish off the changes. The interior is mostly left alone in this refresh aside from some new choices of trim pieces. That isn’t a bad thing as the Altima’s interior is a nice place to be in with ample space for passengers, a fair amount of soft-touch materials used throughout, and a simple dash layout. 
      One item we do wish Nissan would have addressed in this refresh is the NissanConnect infotainment system. All Altimas come with a five-inch touchscreen as standard, while our SL tester featured the optional seven-inch screen. This system has a number of issues ranging from an interface that makes it look older than it really is to the system crashing our iPod on a regular basis. More worrying was the system crashing and rebooting twice during our week-long test. It would be nice for Nissan to take the system out of the Maxima and Murano and put it into the rest of their lineup as it doesn’t have the issues listed here.
      Under the hood of the Altima are the same engines that have powered it since 2013. Our Altima SL tester came with the standard 2.5L four-cylinder with 183 horsepower and 180 pound-feet of torque. Optional is a 3.5L V6 with 270 horsepower and 251 pound-feet of torque. No matter which engine you pick, a Xtronic CVT routes the power to the front wheels. The 2.5 does quite well around town as the engine gets up to speed at a decent rate. Getting onto the highway is another story as you’ll need to almost floor the gas pedal to get up to speed at a somewhat decent rate. This also brings forth an abundance of engine noise, something we complained about in our 2014 Nissan Altima SL review. At least the Xtronic CVT is responsive when you step on the accelerator and the illusion of the stepped gears can make most buyers believe they’re driving an automatic.
      The EPA rates the Altima’s fuel economy at 27 City/39 Highway/31 Combined. Our average for the week landed around 31.7 MPG.
      The Altima’s ride and handling characteristics are in the middle. The suspension does a decent job of soaking up most bumps, but some larger ones will make their way inside. The recently redesigned Chevrolet Malibu and Volkswagen Passat do a better job in this regard. In the bends, the Altima feels composed and shows little body roll. But the steering is way too light and doesn’t offer enough feel to feel sporty. If you want that, a Mazda6 or Ford Fusion should be on the list.
      How do you sum up the 2016 Nissan Altima? It is a competent midsize sedan. But competent isn’t a strong selling point to a midsize sedan as you can apply to any model in the class. What you need is something that makes your model stand out whether in terms of design or features. The Altima doesn’t have anything like that.
      Picking the Altima may be the safe choice, but it be might a choice you regret.
      Disclaimer: Nissan Provided the Altima, Insurance, and One Tank of Gas
      Year: 2016
      Make: Nissan
      Model: Altima
      Trim: 2.5 SL
      Engine: 2.5L DOHC Four-Cylinder
      Driveline: Front-Wheel Drive, Xtronic CVT
      Horsepower @ RPM: 182 @ 6,000
      Torque @ RPM: 180 @ 4,000
      Fuel Economy: City/Highway/Combined - 27/39/31
      Curb Weight: 3,254 lbs
      Location of Manufacture: Smyrna, TN
      Base Price: $28,570
      As Tested Price: $32,115 (Includes $835.00 Destination Charge)
      Options:
      Technology Package - $1,700
      Moonroof Package - $800.00
      Carpeted Floormats and Trunk Mat - $210.00

      View full article
    • By William Maley
      Three years might not seem like a long time. But in the automotive industry, it is an eternity. In that short amount time, a vehicle may be surpassed by competitors and sales may take a dive. Take for example the Nissan Altima. When the redesigned model was launched back in 2013, it was considered to be above-average and some key advantages over rivals. But time has passed and the Altima has been surpassed in a number of key areas by refreshed/redesigned competitors. Nissan knew they needed to do something to get the Altima back in contention. Last year, they introduced a refreshed Altima that would hopefully give them a fighting chance in the class. Let's see if it does.
      If you were expecting some big changes to the Altima’s exterior in this mid-cycle refresh, then you’ll be disappointed. The front end features a new V-shaped grille and revised headlights to bring the model in line with the current Nissan design language. Updated taillights and new wheel choices finish off the changes. The interior is mostly left alone in this refresh aside from some new choices of trim pieces. That isn’t a bad thing as the Altima’s interior is a nice place to be in with ample space for passengers, a fair amount of soft-touch materials used throughout, and a simple dash layout. 
      One item we do wish Nissan would have addressed in this refresh is the NissanConnect infotainment system. All Altimas come with a five-inch touchscreen as standard, while our SL tester featured the optional seven-inch screen. This system has a number of issues ranging from an interface that makes it look older than it really is to the system crashing our iPod on a regular basis. More worrying was the system crashing and rebooting twice during our week-long test. It would be nice for Nissan to take the system out of the Maxima and Murano and put it into the rest of their lineup as it doesn’t have the issues listed here.
      Under the hood of the Altima are the same engines that have powered it since 2013. Our Altima SL tester came with the standard 2.5L four-cylinder with 183 horsepower and 180 pound-feet of torque. Optional is a 3.5L V6 with 270 horsepower and 251 pound-feet of torque. No matter which engine you pick, a Xtronic CVT routes the power to the front wheels. The 2.5 does quite well around town as the engine gets up to speed at a decent rate. Getting onto the highway is another story as you’ll need to almost floor the gas pedal to get up to speed at a somewhat decent rate. This also brings forth an abundance of engine noise, something we complained about in our 2014 Nissan Altima SL review. At least the Xtronic CVT is responsive when you step on the accelerator and the illusion of the stepped gears can make most buyers believe they’re driving an automatic.
      The EPA rates the Altima’s fuel economy at 27 City/39 Highway/31 Combined. Our average for the week landed around 31.7 MPG.
      The Altima’s ride and handling characteristics are in the middle. The suspension does a decent job of soaking up most bumps, but some larger ones will make their way inside. The recently redesigned Chevrolet Malibu and Volkswagen Passat do a better job in this regard. In the bends, the Altima feels composed and shows little body roll. But the steering is way too light and doesn’t offer enough feel to feel sporty. If you want that, a Mazda6 or Ford Fusion should be on the list.
      How do you sum up the 2016 Nissan Altima? It is a competent midsize sedan. But competent isn’t a strong selling point to a midsize sedan as you can apply to any model in the class. What you need is something that makes your model stand out whether in terms of design or features. The Altima doesn’t have anything like that.
      Picking the Altima may be the safe choice, but it be might a choice you regret.
      Disclaimer: Nissan Provided the Altima, Insurance, and One Tank of Gas
      Year: 2016
      Make: Nissan
      Model: Altima
      Trim: 2.5 SL
      Engine: 2.5L DOHC Four-Cylinder
      Driveline: Front-Wheel Drive, Xtronic CVT
      Horsepower @ RPM: 182 @ 6,000
      Torque @ RPM: 180 @ 4,000
      Fuel Economy: City/Highway/Combined - 27/39/31
      Curb Weight: 3,254 lbs
      Location of Manufacture: Smyrna, TN
      Base Price: $28,570
      As Tested Price: $32,115 (Includes $835.00 Destination Charge)
      Options:
      Technology Package - $1,700
      Moonroof Package - $800.00
      Carpeted Floormats and Trunk Mat - $210.00
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