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    2016 Cadillac ELR, Now With Updates


    • Changes come to Cadillac's Extended-Range Electric Vehicle


    The fate of the Cadillac ELR has been up in the air with no real updates to the model since it was introduced in the 2014 model year, and Cadillac's boss saying there will likely not be a second-generation model. But at least for the time being, Cadillac has introduced some new changes for the 2016 model.

    No real big changes on the ELR's exterior, only a tweaked grille and wreath-less crest. But the powertrain has seen some big changes. New software upgrades boost power output from 207 horsepower and 295 pound-feet of torque to 233 horsepower and 373 pound-feet. The increase in power drops 0-60 MPH time by 1.5 seconds to 6.4 seconds and top speed is increased to 130 MPH when equipped with the Performance Package and 106 MPH on the standard model.

    All ELR models get a number of changes to the suspension which include a new calibration of the HiPer strut front suspension, stiffer rear axle, and new settings for the Continuous Damping Control system. New for the 2016 ELR is the addition of a optional Performance Package which adds:

    • New 20-inch summer-only performance tires – mounted on new sport wheels – that improve lateral grip by nearly 10 percent
    • Front Brembo four-piston brake calipers (with the Cadillac script), with 13.6-inch-diameter vented front rotors and 12.4-inch vented rear rotors that improve 60-to-0 mph stopping distance by nearly 12 percent
    • Specific calibrations for the Continuous Damping Control and electric power steering systems
    • Sport steering wheel with a thicker rim for a sportier feel.

    As for tech, the 2016 ELR boasts OnStar with 4G LTE and standard built-in WiFi, an inductive charge spot on the instrument panel to charge your phone, and the previously optional Driver Assistance package which featured blind spot monitoring and rear cross traffic alert as standard.

    Cadillac says the ELR will go on sale with a price of $58,495 after federal tax credits for electric cars are taken into account.

    Source: Cadillac

    Press Release is on Page 2


    2016 ELR Advances with More Power, Technology

    • Revised electric drive system increases power and torque by more than 25 percent
    • Enhanced handling, steering and braking
    • OnStar with 4G LTE and standard built-in Wi-Fi hotspot

    DETROIT – Cadillac today announced the ELR electrified luxury coupe will offer a host of upgrades for the 2016 model year, including boosts in acceleration, driving performance and connectivity.

    Major product upgrades include a more than 25 percent boost in power and torque, faster acceleration that improves 0-60 mph by 1.5 seconds, higher top speed, retuned chassis and steering for better handling, more responsive brakes and a new Performance equipment package.

    “ELR’s combination of leading technology with stunningly attractive design is unlike any other coupe in the luxury segment,” said Cadillac President Johan de Nysschen. "The upgraded ELR offers enhanced driving performance for buyers seeking uncompromising luxury and exquisite craftsmanship with electrification technology. It is unique in the luxury category, in that it completely eliminates conventional concerns over driving range, which has been the Achilles’ heel of other competitors in the luxury segment.”

    Distinguished by a new grille and Cadillac’s new crest, the 2016 ELR, which features the first application of extended-range electric vehicle technology by a full-line luxury automotive brand, will start at $58,495 net pricing after U.S. federal tax credits.

    The 2016 ELR’s steering and suspension upgrades include:

    • Revised calibration of the HiPer Strut front suspension
    • Increased front spring rates and a stiffer rear axle
    • Stiffer bushings for the front lower control arms, cradle mounts and Watts link in the rear suspension, for more precise control with no loss of ride quality
    • Revised calibrations for the Continuous Damping Control system
    • Front Damper Rebound Spring added
    • New steering calibration tuned to complement the revised chassis and suspension systems
    • Revised brake hardware and system calibration for improved application feel.

    A new optional Performance Package elevates the ELR’s driving experience further with greater handling and braking capability – and a more direct, linear feel for the driver. The ELR Performance Package includes:

    • New 20-inch summer-only performance tires – mounted on new sport wheels – that improve lateral grip by nearly 10 percent
    • Front Brembo four-piston brake calipers (with the Cadillac script), with 13.6-inch-diameter vented front rotors and 12.4-inch vented rear rotors that improve 60-to-0 mph stopping distance by nearly 12 percent
    • Specific calibrations for the Continuous Damping Control and electric power steering systems
    • Sport steering wheel with a thicker rim for a sportier feel.

    ELR propulsion and drive technology

    All 2016 ELRs contain software upgrades to the battery system improving power and acceleration, with EV range growing on the base model.

    Additionally, the 2016 ELR has a modified Sport mode that enables the propulsion system to combine engine and electric motor power to take the ELR from 0-60 in 6.4 seconds, a 1.5 second improvement from the current model.

    ELR continues to offer Regen on Demand, recipient of Green Car Journal’s 2014 Green Car Technology Award. Slightly enhanced for the 2016 model to improve deceleration, Regen on Demand allows the driver to temporarily regenerate energy from the ELR’s momentum into electricity and store in the battery pack for later use.

    Regen on Demand supports a more engaging driving experience by slowing the vehicle when entering a turn to better position it on the exit, much like downshifting with a manual transmission. Regen on Demand is engaged via steering-wheel paddles adapted from traditional performance cars.

    The ELR offers a full driving range of up to 330 miles (530 km), combining pure electric driving and an efficient, range-extending 1.4L gasoline-powered engine-generator. It’s a combination that means most daily commutes will require zero gasoline with zero tailpipe emissions. Longer trips are free from electric-vehicle range anxiety because the ELR’s technology enables the long-distance travel similar to vehicles powered only by gasoline.

    The T-shaped battery pack is located along the centerline of the vehicle, between the front and rear wheels for optimal weight distribution. The 5.5-foot-long (1.6 m), 435-pound (198 kg) pack supplies energy to an advanced electric drive unit capable of 373 lb-ft of instant torque (506 Nm) to propel the vehicle.

    Using only the energy stored in the battery, the ELR will deliver an estimated range of about 39 miles (60 km) of pure electric driving, depending on terrain, driving techniques and temperature. The optional Performance Package reduces EV range by about four miles as a result of the enhanced grip of the 20-inch summer-only tires.

    ELR’s battery can be charged using either a 120- or 240-volt charger. The vehicle can be completely recharged in about five hours using 240V charging, depending on the outside temperature.

    The ELR’s battery is covered by an eight-year/100,000-mile warranty or 10 years/150,000 miles in states following Air Resource Board guidelines.

    Personal technology

    The 2016 ELR will be one of the industry’s most-connected vehicles, with new and enhanced features designed to extend technologies woven into nearly every facet of customers’ lives.

    OnStar with 4G LTE and standard built-in Wi-Fi hotspot provides a mobile hub for drivers and passengers to stay connected. The hotspot is on whenever the vehicle is on and comes with a three-month/three-gigabyte data trial, whichever comes first.

    4G LTE is the most current and fastest mobile data network and the Wi-Fi hotspot supports up to seven connected devices.

    ELR drivers and passengers can also recharge their enabled phones wirelessly with a new magnetic inductive charge spot on the instrument panel. There is no need to plug the phone in for charging, leaving the ELR’s USB ports free for other devices.

    Interior luxury and technology

    For 2016, the Driver Assistance active safety systems, optional on the current ELR, are standard and include side blind zone alert, rear cross traffic alert and Intellibeam headlamps. Lane change alert and a new vehicle security system are also standard. Adaptive cruise control is available.

    Additional interior features include:

    • Cut-and-sew interior
    • Available Semi-Aniline full leather seating
    • Sueded microfiber headliner and supporting trim
    • Eight-inch configurable instrument and driver information displays, offering four configurations ranging from elegantly simple to technologically detailed information
    • Three USB ports
    • Power-assist covered storage/cup holder in the center console
    • Fold-down rear seatbacks to accommodate longer items such as skis and golf clubs

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    Should have cut the price $19,000.  Then they might be on to something.  But they already announced their won't be a Gen 2, so buy now!

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    So this is the Brembo caliper'd ELR I spied running around Milford last year. I guess a few changes are better than non. At least its separating itself a bit more from the Volt, performance wise. Still doesn't really justify the price, though. 

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    Thing is that it has never been confirmed that the price was the reason why buyers were not buying in droves. A company lowering the price on anything will certainly spur sales. And let's be clear.. I'm not saying that the price shouldn't have been this way all the time, but the fact remains that looking at the ELR, from a visual viewpoint, would automatically make me think I'm getting a nice performing speedy car. This update actually gives this car some ballz. It will now even be able to cross the 130 miles top speed, from I believe 107 before.

    Things that held the ELR back:

    1) Price possibly, but
    2) No Sunroof. Seriously??? In a car that looks like this.. sold to greenies with money (obviously) in California.. No Sunroof?
    3) Its a sports car config. The backseat, like that in a 911 is a joke.
    4) No advertising after "Poolside." None. Nada. If costs vs return is the issue.. be like most luxo manufacturers and have a all-inclusive marketing campaign that shows all teh models at once. Hell. Take page from Chevy. Their ad has everything from Cruze to Z06 in it

    5) PREACH LEASE!!! $1999 at lease with $599-699 per month. Why are people looking at the PRICE anyway unless its a collector car??? The tech will continuously evolve.. buying an EV in today's market will in teh next few years be kno different than buying an iPhone or Galaxy. Every 6 months!!! Upgrade.

    I'm actually thinking of this for my CTS-V buy. Cause I kno 2-3 years after that I'm gonna wanna get a CT6,7, or 8 
     

    Edited by Cmicasa the Great
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    Price killed this car from the start.  An impractical 2 door car such as this is always going to be low volume, but when you put that big a price tag on a dressed up Volt, you are going to have a failure.   And I think the greenie types would buy a sedan or hatch and not a coupe with limited space.

     

    I hope they learn their lesson here and apply that knowledge to the CT6.  You can't put a big price tag on a car with a weak motor.

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    Yes, it is the weak engine for a high price car like the $68,000 200 hp 4-cylinder, 5,000 lb Chevroletdes Benz ML250 that doesn't exist. :rolleyes:

     

    SMK, get the idea that > Sales = Best. This car was never intended to sell in volumes. The price increase using Volt tech was gravy on making money out of the platform and using it as a test bed for future development. We have discussed both the issues before in previous threads where you were proven wrong. Please go back and read them.

     

    Stop circling around just like you do for other subjects such as $28B for Audi R&D, that thing has been refuted so many times even with your own acceptance. You may have CRS (Can't Remember $hit) disease but others don't.

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    I predict this will double ELR sales to possibly 300 units for the 2016 calendar year.  Then they'll have enough inventory to last until 2018 or so.  HOT!

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    Well it has given the ELR more press/advertising than it has gotten since the Poolside ad debuted back in Feb 2014. 

     

    What is it with GM? Its not that their ads are bad.. its more like they simply don't run the ads outside of the initial release of the car. The ATS is a prime example. As is the CTS. I see Chevy's ad all the time, and Buick as well. They are inclusive ads that literally show off the entire, or large part of the line-up and then put spotlight on one car at the end. Why can't that be done with Caddy? Especially now. Each one of their new vehicles has won some sort of accolade that they could tag at the end. 

     

    Picture this:

     

    Chevy style advertisement (like one with all the cars lined-up on the mountain top), but in a night-time set.. in a SOHO style atmosphere.. and at the end.. "come sample the 2014 Motor Trend Car of the Year, Cadillac's CTS" or " this is the car that earned North America's Car of the Year Award its first time out.. start a romance with the  Cadillac ATS "

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    Price killed this car from the start.  An impractical 2 door car such as this is always going to be low volume, but when you put that big a price tag on a dressed up Volt, you are going to have a failure.   And I think the greenie types would buy a sedan or hatch and not a coupe with limited space.

     

    I hope they learn their lesson here and apply that knowledge to the CT6.  You can't put a big price tag on a car with a weak motor.

     

     

     

    For once I agree with U. Not about the engine directly, but I will agree that GM, maybe,  should have never implemented a Volt or ELR to begin with. I think they would have been better off integrating this technology into existing vehicles instead of going the "prius route." I thru the maybe in there because perhaps market research showed them that the tech deserved it's own vehicle. The thing is that this technology should have, at the very least, been pushed into other vehicles, as they are now doing (see Malibu and CT6) so as the perceived investment return would have been sopped up quicker.. thus enabling them to offer the technology at a cheaper price overall. There simply is no reason why, after 5 years on the market, that Voltec should not be in Malibu, Cruze, Equinox, Verano, CTS, SRX or even Lambdas. In fact.. the SRX was debuted as a Voltech powered Provoq

     

    Cadillac-Provoq-Outdoor.jpg

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    SMK is right that price killed the ELR, which sucks because it is a great vehicle with one of the finest interiors Cadillac makes at the moment (until the CT6 comes online... and even then it's close)  

     

    I could totally see picking one of these up used in a few years for Albert if we end up moving.  He'd love it.

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    They would have been better off making the ELR a Tesla-like 100% electric car with a 300 mile range and 350 hp motor and rear wheel drive.  Then for $75k you are getting the same range and performance a Tesla would have, but it coupe form.

     

    Instead it is another one and done Cadillac product from the "lets throw it against the wall and see if it sticks" product planners.

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    They would have been better off making the ELR a Tesla-like 100% electric car with a 300 mile range and 350 hp motor and rear wheel drive.  Then for $75k you are getting the same range and performance a Tesla would have, but it coupe form.

     

    Instead it is another one and done Cadillac product from the "lets throw it against the wall and see if it sticks" product planners.

     

    Actually, I think their motivation was different than that.  I think they were looking at a way to try and recoup costs from the Volt powertrain.   It wasn't a "See if it sticks..." it was a "we need it to stick". 

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    Volt needs to make money on its own, Cadillac shouldn't have to pay for Chevrolet's failures. 

     

    Put a Tesla powertrain in the ELR and it might have been a home run cool product.  Put a Volt powertrain in there, and it sucked.  At least they are getting rid of it.  The faster they dump Chevy powertrains out of Cadillacs the better.

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    • By William Maley
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      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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