The Fine Print

The information in this material is taken from numerous sources. To reference each source in the body of the work would add too much to its bulk; therefore, this list is given as reference of the materials used.

Sources

Brochures: automotive manufacturers’ brochures, web sites, press kits, media-only manufacturer web sites, data books, technical bulletins, owner’s manuals and new model highlights and preview books.

Periodicals: Car and Driver, Road and Track, Automotive News, Motor Trend, AutoWeek, Automobile Magazine, Popular Mechanics, Consumer Reports, Consumer Guide, Kiplinger’s, Consumer’s Digest, The Complete Car Cost Guide, The Complete Small Truck Cost Guide, The Car Book, Four Wheeler, Petersen’s 4Wheel Off-Road, Open Road, Popular Mechanics, Popular Science and Trailer Life.

Marketing Research Firms: J.D. Power and Associates, Automotive Lease Guide and Strategic Vision, Inc.

First Hand Data Gathering: Much of the data necessary is taken by Advanta-STAR employees’ hands-on inventories and investigations performed on new car dealer lots or with vehicles loaned by the manufacturer, its divisions or their agents for evaluation.

Other Sources: Highway Loss Data Institute (HLDI) reports, Insurance Institute for Highway Safety (IIHS) crash tests and bumper tests, National Highway Traffic Safety Administration (NHTSA) reports, the EPA Fuel Economy Guide, the EPA Green Vehicle Guide, Chrome Data PC Carbook Plus, IntelliChoice Car Center and Automotive Lease Guide (ALG).

Notes

NHTSA Crash Assessments

The comparisons of NHTSA crash assessments data are taken from the latest crash assessments published by the U.S. government. If one of the vehicles has been redesigned since the latest test data, a comparison is not done.

A comparison is done of vehicles of a comparable bodystyle, length and weight class. I.E. Sedan to sedan, 1/2 ton to 1/2 ton, etc. However, if vehicles of similar types have not both been tested, the closest comparison is made.

FRONTAL TEST

The NHTSA NCAP frontal test is performed at 35 MPH into a flat, immovable barrier. Five stars means a 10% or less chance of serious injury or death, four stars is 11% to 20%, three stars is 21% to 35%, two stars is 36% to 45%, and 1 star is 46% or greater chance of serious injury or death.

Head Injury Index is the measurement of the pressure to the dummy’s head. Figures above 1000 indicate likely serious injury or death. Chest Forces are measured in G forces, so a chest G force of 50 would be 50 times your own weight. Measurements of 60 and above indicate likely serious injuries or death. Femur loads, measured in pounds, are the forces on the dummy’s legs. Numbers above 2250 indicate serious injuries or death are likely.

The test results can only be accurately compared among vehicles of similar weight and size to determine how actual vehicle-to-vehicle crashes will come out.

SIDE TEST

The NHTSA NCAP side test is performed by launching a 3015 pound object into the side of the test vehicle at 38½ MPH. Five stars means a 5% or less chance of serious injury or death, four stars is 6% to 10%, three stars is 11% to 20%, two stars is 21% to 25%, and 1 star is 26% or greater chance of serious injury or death.

Head Injury Index is the measurement of the pressure to the dummy’s head. Figures above 1000 indicate likely serious injury or death. Pelvic Injury potential is measured in G forces. Measurements of over 130 G’s indicate a high likelihood of serious injury or death. Thigh forces are measured in pounds. A thigh force of greater than 2250 pounds indicates a high likelihood of serious injury or death.

Although measurements for head, neck, chest and pelvis are all taken and reported, head injuries are not used in the overall side impact evaluation.

Unlike the frontal tests, the side impact test rating can be compared against vehicles of all different types and weights.

ROLLOVER TEST

The NHTSA Rollover Rating System determines the likelihood of a single vehicle rollover. The major determinant factor is the “Static Stability Factor (SSF).” The SSF is calculated by measuring the track (distance between the left and right tire tread centerlines) and the center of gravity (how high the average weight of the vehicle lies). The NHTSA also performs a dynamic maneuvering test, involving making a large steering movement to the left and then to the right (called a “fishhook maneuver”). Whether the tested vehicles tips during this test is also reported.

Five stars means a 10% or less chance of rollover, four stars is 10% to 20%, three stars is 20% to 30%, two stars is 30% to 40%, and 1 star is 40% or greater chance of serious injury or death.

No allowance for stability control with or without roll stability properties are factored into the Static Stability Factor.

Visit the NHTSA website at http://www.nhtsa.gov for further explanations of their crash test methodology and ratings.

IIHS Crash Assessments

The comparisons of IIHS crash assessments data are taken from the latest crash assessments published by the Insurance Institute for Highway Safety. If one of the vehicles has been redesigned since the latest test data, a comparison is not done.

FRONTAL TEST

Insurance Institute for Highway Safety (IIHS) frontal crash tests are performed at 40 MPH into a deformable barrier at an offset: that is only a portion of the front of the test vehicle strikes the barrier. The subjective ratings of “Poor” to “Good” are judgments of the IIHS and don’t have any published statistical bearing on possible injuries in real-world crashes.

Tests of injury measurements on a 50^th percentile crash dummy (average adult male) on the head, torso, pelvis and legs. Also, the amount of intrusion into the passenger compartment is measured (in millimeters) on the steering wheel, dashboard and floor in numerous areas. Some subjective judgments are used when determining the “Structure” rating.

The test results can only be accurately compared among vehicles of similar weight and size to determine how actual vehicle-to-vehicle crashes will come out.

SIDE TEST

Insurance Institute for Highway Safety (IIHS) side impact crash tests are performed by striking the test vehicle with a 3300 pound barrier at 31 MPH. The IIHS test uses a higher and taller barrier than the NHTSA test, to better simulate being struck by an SUV or pickup. Also, the test uses smaller dummies, representing a small woman or an adolescent.

Driver and rear passenger injury ratings are treated equally for the overall rating. Head, neck and torso ratings are weighted equally, followed by leg and pelvis ratings, head protection criteria and a measured analysis of the structural integrity of the passenger compartment after the test. Measurements include force to the head, torso, pelvis and legs; intrusion of the B-pillar towards the center line of the left seat; and movement for the dummy’s head and possible contact with the striking barrier. The subjective ratings of “Poor” to “Good” are judgments of the IIHS and don’t have any published statistical bearing on possible injuries in real-world crashes.

Unlike the frontal tests, the side impact test rating can be compared against vehicles of all different types and weights.

ROOF TEST

Insurance Institute for Highway Safety (IIHS) roof crush tests are performed by pressing a metal plate against one side of the vehicle’s roof. The maximum force is measured before the roof is crushed. This figure is divided by the weight of the vehicle to find the strength-to-weight ratio. The weight of a base vehicle is used for the calculation. If a different version of the same vehicle weighs 10% more or greater than the base vehicle, a separate test is done.

The federal standard for rollover strength is 1.5 times the vehicle weight. IIHS research has determined that a ratio of 4 to one can decrease the chance of serious injury or death by 50% in rollover crashes. The IIHS rates vehicles with a 4 to one strength ratio or better as “Good,” 3.25 or higher is “Acceptable,” 2.5 or better “Marginal. Anything lower is rated as “Poor.”

Visit the IIHS website at http://www.iihs.org for further explanations of their crash test methodology and ratings.

REAR CRASH TEST

The Insurance Institute for Highway Safety (IIHS) tests the front seat crash worthiness of new vehicles. To determine the protection from neck injuries in low to moderate speed rear impacts the IIHS takes measurements on the geometry of the seats and their headrests. The distance from a 50^th percentile male dummy’s head is measured from the headrest for height and distance. If the headrest is too far from the head or too low to provide protection, the car is rated as “Poor.”

Any vehicle with adequate headrest geometry is subjected to a dynamic test. A sled with the vehicle’s seats mounted onto it is slammed into a fixed barrier at 10 MPH (equivalent to a stationary vehicle being struck at 20 MPH by a vehicle of similar weight). Measurements are made to the shearing force against the neck, the time it takes for the dummy’s head to strike the headrest and the amount of motion the dummy’s head experiences.

Highway Loss Data Institute Injury and Fatality Histories

The history of injuries and fatalities is taken from the Highway Loss Data Institute (HLDI). Their data is already represented in terms of the number of injury and fatality claims per vehicle registered of cars that have not been significantly altered.

Bumper Tests

Bumper tests are always compared from the same source, either Consumer Reports or the Highway Loss Data Institute. We take data from the latest version of either source. The figures represent the total of multiple tests. Vehicles whose bumper systems have been altered significantly are not used for comparison purposes.

Reliability

Comparisons of overall reliability are taken from an analysis of the bar charts in Consumer Reports Car Issue. Since the comparison is of numeric data taken from a graphic source, it is only an approximation. The reliability figures are only taken for cars that have not been significant redesigned or who maintain their major systems. The data from different versions of the same car are not combined since sample sizes aren’t stated. The data from Consumer Reports may not be representative since their sample is not taken universally, but from Consumers Union members, a group that may display certain differing characteristics from those of the overall car purchasing population of the United States. For models which are evaluated between annual car issues of Consumer Reports, the data is extrapolated from a five level evaluation (“Much worse than average”, “Worse than average”, “Average”, “Better than average”, and “Much better than average”).

Other reliability comparisons are from J. D. Power and Associates. These ratings include Initial Quality, APEAL and Dependability.

Initial Quality ratings by J. D. Power and Associates are compiled from the returned surveys of new car owners who receive a survey mailed to a statistically reliable sample. The findings are represented in problems per one hundred (100) vehicles. The fewer reported defects, the higher the ranking.

APEAL ratings by J. D. Power and Associates are compiled from the returned surveys of new car owners who receive a survey mailed to a statistically reliable sample. The ratings are compiled from questions related to how well satisfied the owners are with their vehicles.

Horsepower and Torque Ratings

The Society of Automotive Engineers (SAE) determines test procedures used by manufacturers to rate engine horsepower and torque for advertising purposes. The three currently approved procedures in order of approval date are: SAE J1995, J1349 and J2723. Although differing in many technical aspects, all three provide similar if not identical ratings. The most stringent is the recently approved J2723 testing procedure, which calls for third-party verification.

Different manufacturers advertise horsepower and torque figures resulting from different procedures. Recently, several manufacturers updated their horsepower and torque ratings to SAE J2723, including GM (newly introduced engines), Honda and Toyota. This resulted in different ratings from previous years when there have been no actual changes to the engines. Since no conversion exists between horsepower and torque ratings of one procedure to another, Advanta-STAR will utilize the figures advertised by the manufacturer regardless of the procedure used, as long as it a currently recognized SAE testing procedure.

Performance Test Results

In some comparisons, different acceleration times, braking distances, cornering forces, and other results are listed for the same vehicle. This is due to the nature of magazine tests: they are not the same, and produce different data. For these reasons, comparative data is taken from the same source.

Every effort is made to compare similar power trains, transmissions (automatic or manual) and brakes (ABS vs. non-ABS). Only when their have been no comparable tests or comparable vehicles are tests compared of dissimilar vehicles, and the differences are noted.

Each car magazine or other testing source uses its own methods. Atmospheric conditions induce different results. Therefore one source may produce somewhat different results from another source, both testing the same vehicle model, powertrain and bodystyle. Even the same test source and vehicle may produce different results.

Fuel Mileage

The fuel mileage comparisons are taken from the latest issue of the EPA Gas Mileage Guide, the full EPA report, as reported in manufacturer's literature or from the actual EPA mileage sticker on a representative model (whichever is available), unless otherwise noted. Some vehicles (medium duty trucks) are not tested for EPA fuel mileage.

EPA fuel mileage figures are for comparison purposes only. Actual mileage may vary. The calculations used to obtain these results were changed for model year 2008, and those for 2008 and later may not be used to compare against earlier results. http://www.fueleconomy.gov.

Price differences between regular unleaded, midgrade and premium vary according to market conditions. Those differences listed in our comparisons are recent ranges nationwide, but are apt to change. Check with local gas stations or an up to date source of prices for comparisons, such as: http://www.theautochannel.com/link.html?http://www.fueleconomy.gov/feg/gasprices/states/index.shtml.

Space, capacity and dimensions

All of the dimensions used are taken from measurements made by manufacturers, EPA, Advanta-STAR representatives or the measurements from automotive magazines, in that order of preference. If the measurements must be taken from different sources, they are checked with each other for accuracy, and if they differ from each other significantly, they are discarded. Interior dimensional comparisons are made with standard equipment; dimensions may change for options such as moon roof, sun roof, all-wheel-drive, full-size spare tire, hybrid powertrain or other options.

Standard and optional equipment

The comparisons of standard and optional equipment are taken from manufacturers’ brochures, data books, press releases, Internet sites or the latest edition of Consumer Guide’s Automobile Book.

Towing capacity

Comparisons of towing capacity are taken from the manufacturers’ brochures, owner’s manuals, data books, Consumer Reports or Consumer Guide’s 4x4s, Pickups and Vans. Never rely on these comparisons to determine what a vehicle can safely tow. Options, passengers and other cargo alter the final figures; always consult the dealer or manufacturer to determine safe towing capacities and methods for a particular vehicle.

Historically, towing capacity has been calculated by the manufacturer without national standards. Different manufacturers use different calculations. Recently, a standard for calculating towing capacities has been put into place by the SAE (Society of Automotive Engineers), which involves the ability to accelerate, maintain speed and brake, over a variety of conditions and incline grades. As manufacturers adopt these voluntary standards, towing capacities may change. However, whatever towing capacities are cited by the manufacturer and how they are calculated, they are always a relative guide to what will be safe and not void you warranty.

Insurance Costs

Insurance costs are taken from IntelliChoice, Kiplinger’s ratings and/or Jack Gillis’ The Car Book. These publications are solely responsible for the accuracy of this data.

Resale Value

Resale values are calculated from IntelliChoice cost data or taken directly from Kiplinger’s magazine. These publications are solely responsible for the accuracy of this data.

Maintenance and Repair Costs

Individual maintenance and repair costs on individual components are provided by Jack Gillis’ The Car Book. IntelliChoice provides some maintenance costs for five year periods. These publications are solely responsible for the accuracy of this data.

Citations

For the exact citation of one particular fact contact Advanta-STAR, 83337 Shepherd Lane, Folsom, Louisiana 70437. Print the page and circle the paragraph for which you want to know the exact source. Send the printed page and a self addressed stamped envelope to Advanta-STAR and allow two to three weeks for data collection and delivery. We will cite the location of the data; due to copyright laws we cannot send you photocopies of anyone’s materials except our own checklists or government publications.

Warning

As with any other publication, Advanta-STAR Consumer Research is only as good as the latest information available. If this information is incorrect or outdated, please inform us as soon as possible, so that the error won’t be reproduced in any future updates. If the data provided by manufacturers, government agencies and independent publications is faulty, our comparisons will be faulty. We take no responsibility for such faulty data, but will correct it in future editions if notified and if the error can be verified.

Because this information is time sensitive, and some is not appropriate for public consumption or advertising purposes, the publisher does not encourage or acknowledge the use of any of this information for purposes of advertising or determining the fitness of use of any automotive vehicle or product. Towing, loading, etc. should always be carried out according to the instructions of the manufacturer, only.

If present model year information is not available at the time of compilation, previous model year data may be used if there is no reason to believe any changes took place that will affect the data in the present model year. If any design or engineering changes have are known to have taken place, data from a previous model year will be discarded.

This information service is made without warranty or guarantee of correctness, appropriateness, or fitness for any specific purpose. The publishers, their distributors and customers cannot be held liable for any loss resulting from the use or misuse of this comparison or any of the data within it.

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