xcel
02-05-2007, 05:47 AM
The exploding subcompact market could pose some big problems for shops. (http://www.abrn.com/abrn/article/articleDetail.jsp?id=400858)
http://www.cleanmpg.com/photos/data/501/Yaris_-_4_dr_.jpgTim Sramcik - Automotive Body Repair News – Feb. 1, 2007
2007 Toyota Yaris without its optional side airbags, earned poor ratings during IIHS side impact tests.
If you're old enough to remember the 1970s (admit it, you are), you'd have to agree that the "me" decade also could have been labeled the "bad" decade. Bad hair, bad fashion and lots of bad vehicle technology marked the '70s, perhaps, like no other era. It's fitting that the '70s also introduced the American small car market.
Thirty years later, the nameplates still read like a roll call for the automotive hall of shame: Gremlins, Pacers, Pintos, Hornets — uninspired monikers matched only by the uninspired cars they were stamped upon. Not that they weren't without their charms. They ran cheaply and efficiently, when they did run. Quality wasn't a defining characteristic. Neither was longevity.
During the booming '80s, most subcompacts disappeared as automakers began building larger, more powerful compact vehicles. The traditional, disco-era-inspired small car typically, if it survived, remained buried deep in the back of dealer lots where only the most desperate, penny pinching motorists were willing to search.
Guess what. Theyyy'rrre baaack. Driven by rising gas prices and fueled by interest from baby-boomers and generation Yers, the subcompact has returned in a big way. It's no longer the vehicle you remember, though. Having shed its dowdy demeanor and bargain basement quality, the new subcompacts are stylish, relatively roomy and provide fairly zesty performance.
While the rejuvenated subcompact probably won't transform the automotive landscape, the economics surrounding its low cost could be a thorn in the side of shops — who's going to pay to repair a cheap car? Still, the diminutive vehicle line is growing more popular by the day.
Fueling the fire: The story behind the current crop of subcompacts.
On paper, the resurgence of the small car makes perfect sense. SUVs and large trucks averaging around 10 or 15 mpg no longer make sense in a $3/gallon gasoline world. If Americans are going to abandon their beloved big vehicles for something getting better mileage, why settle for an upgrade of 22 mpg when a sweet little ride — one that no one else in the neighborhood possesses — will get you bragging rights to 35 or 40?
Hence, 2006, the year of rising petroleum prices, became the year of the subcompact renaissance, marking the introduction of three new small cars: the Honda Fit, Nissan Versa and the Toyota Yaris. Since it takes years to bring a new car to market, one can only assume that Asian automakers must possess ESP, right? No. Forces were already in play (from years earlier) to bring these cars into dealer showrooms.
The Chevrolet Aveo had been on the market for several years and carved out a small, but respectable, niche for itself, selling nearly 30,000 units annually. Elsewhere, the drive for larger vehicles arguably had maxed itself out. SUVs and large trucks were hitting record sales. Americans may love big vehicles, but they love one thing even more — owning something original. Going big had been done — overdone, in fact. Going small offered some interesting possibilities.
In America, the pot was being stirred for the next big small thing. Youthful tuners were spending billions of dollars annually on small sedans. Generation Yers (the 57 million born between 1981 and 1995) were looking for vehicles with a totally new identity.
Other small car forces had aligned. Americans were waiting longer to marry and raise families. American consumers also were more willing than ever to own multiple vehicles, negating the need for a do-everything car or truck. Young people, who had taken on higher levels of debt to finance their college years, had fewer expendable dollars for popular compacts that increasingly push the $20,000 barrier. The population was being bumped up by a rising number of Hispanic immigrants who tend to be more budget-conscious.
Toss these factors together, and they create a budding market for highly personalized, affordable cars — in particular, a market for cars costing under $13,000. Asian automakers, which seem to have a better grasp on the North American market than Detroit, were ready to make a move. For decades, they had been building small and ultra-small vehicles for crowded Asian city streets. They were ready to take that experience and know-how to America.
Style, substance and safety: A new subcompact is born.
If small cars were going to return en masse to the U.S. market, one truth would hold firm. The gas-sipping, tin, econo-box model from the '70s would no longer fit the bill. Along with providing impressive mileage, the new subcompact would offer space, style, quality and safety. So far, automakers seem to have hit the mark.
The smallest of the current crop of subcompacts, the Honda Fit (20 inches shorter than a Civic), offers so much interior space that the Environmental Protection Agency (EPA) categorizes it as a midsize vehicle like the Accord. The Fit actually offers more cargo space than the Civic.
Honda made this possible with an innovative seating arrangement and compact suspension design. Honda also relocated the fuel tank underneath the passenger seat. Other subcompacts, such as the Aveo and Yaris, increase space with 60/40 fold-down rear seats.
Even with the drive to create economic available space, the new subcompacts don't go lightly on features and options. The Sport version of the Fit features 15-inch alloy wheels with wider tires, keyless entry, a leather-wrapped steering wheel, additional body styling pieces and an upgraded MP3-compatible audio system with an auxiliary jack.
The Yaris similarly offers a sport trim with larger wheels, ground-effects styling and a CD/MP3 player. The Versa SL offers Bluetooth connectivity, a leather-wrapped steering wheel with audio controls, a sunroof and satellite radio.
The Scion xA includes a new steering wheel with audio controls, and the Pioneer audio system has a new head unit design and remote mini-jack port for portable music sources. The Aveo LT sedan offers options like leatherette upholstery and upgraded audio with an in-dash CD changer and steering wheel-mounted audio controls.
An impressive list of accessories also exists for each subcompact. Buyers can opt for factory interior light kits, shift knobs, pedal covers, wheel packages, sport mufflers, sport suspension pieces and more, along with a substantial line of aftermarket parts. Dealers say many subcompact buyers are willing to add on $1,800 or more in accessories.
Buyers are adding these parts to stylish vehicle designs built with quality engineering and materials. These factors, in particular, are helping to drive consumers into the small car market.
Sona Lliffe-Moon, a spokesperson for Toyota, says Yaris buyers are drawn by two main factors: Fuel efficiency followed by quality. Following this same line, she notes that so far most buyers don't fall into the "youthful, limited resource" category. Moon reports that the average Yaris buyer is 40, and 42 percent are male.
Buyers also are getting relatively safe cars. The Insurance Institute for Highway Safety (IIHS) recently tested the smallest vehicles sold in the U.S. market. The Versa earned good ratings in all three tests (involving front, side and rear collisions). The Fit and Mini Cooper earned good ratings in front and side tests.
The good news continues. The National Highway Transportation Safety Administration (NHTSA) awarded the Aveo five stars (highest rating) for front impact driver protection. The Fit received five stars for driver and passenger protection, along with five stars for front seat protection during a side collision. The Yaris received four stars for front-end collision protection of driver and passenger. (NHTSA ratings were not yet available for some 2007 subcompacts.)
Overall, small car owners get suitable protection, some of it impressive. Still, safety remains an issue and could be the Achilles heel of these vehicles.
The collision question: Repairs and reparability could cost shops.
Fact: During a collision, you're less safe in a small car, regardless of available safety features. That's simple physics.
When a heavy object hits a lighter one, the lighter one loses. Subcompacts weigh about 2,500 pounds or less. Compacts typically weigh 300 pounds more. Midsize vehicles add on another 800 pounds. A midsize SUV weighs 4,000 pounds or more. According to the IIHS, in every vehicle category (car, SUV or pickup truck), the risk of crash death is higher in smaller, lighter models. IIHS statistics show driver death rates in subcompacts as higher than in any other vehicle category — more than double the death rates for midsize and large cars.
Small cars needn't hit larger vehicles to sustain serious damage. According to the NHTSA, half of all the fatalities in the compact segment occurred in accidents involving only small vehicles. Further, in 2004, compacts, which accounted for only 13.4 percent of cars on the road (according to R.L. Polk registration data), sustained 30 percent of all crash fatalities.
Subcompacts currently represent just .8 percent of the 17 million cars sold in the U.S. each year but are proving so popular that current trends show their percentage doubling over the next four years, according to J.D. Power.
Size is only part if the problem for subcompacts. To help keep costs down, automakers frequently don't offer the time-tested safety systems that are available on larger vehicles. Active safety systems such as stability control are rarely available. Antilock brakes sometimes aren't standard. Head and side airbags frequently are offered only as options, when they're available at all. This is significant since IIHS data shows subcompacts are particularly vulnerable to side impacts and rear collisions.
The Accent and Yaris, without its optional side airbags, earned poor ratings during IIHS side impact tests. The Aveo was only marginal. While the Aveo's front seat-mounted side airbags did a good job of protecting the driver's head, the IIHS says the car's structural performance was marginal. Intrusion into the occupant compartment produced high forces on the driver's pelvis.
The IIHS also reports that the Accent similarly didn't perform well, even though it too features standard side airbags. Structural performance in the side impact test was marginal. While curtain-style airbags in front and rear seats provided good head protection, test results indicated a motorist in a similar real-world crash would likely have sustained internal organ injuries, broken ribs and a fractured pelvis.
Rear protection proved to be particularly poor. The IIHS says the seat/head restraints in subcompacts don't provide adequate protection for most people in rear-end crashes. Every subcompact the IIHS reviewed, with the exception of the Versa (the largest vehicle of the group), earned a marginal or poor rating.
Further, according to the IIHS, when a seat/head restraint design isn't good, passengers are more likely to suffer neck injuries in rear impacts. Neck injuries are the most common injury type in commuter traffic. Each year, over two million insurance claims are filed for whiplash, costing more than $8 billion. Nearly one in 10 of these injuries result in long-term pain and/or disability.
Spelling further potential problems for subcompacts, automakers market this segment most heavily to younger buyers who are far more likely to be involved in serious accidents.
All these factors point to high fatality rates. They also signal a potentially serious issue for shops. Lower vehicle values (due to their low prices) and a greater potential for severe damage means these vehicles could be much better candidates for total losses.
"It's something I find myself asking," says Ron Nagy, owner of Nagy's Body and Frame Shop with locations in Doylestown and Wooster Ohio. Nagy has served on a number of industry committees and served on a NACE 2006 panel that discussed the rising number of total losses.
"Right now we just don't have enough information. This segment isn't old enough for us to get an idea of whether these vehicles will be totaled out more often," he says.
Also vexing the collision industry are questions regarding the willingness of subcompact owners to have their vehicles repaired. Industry members already point to high deductibles as a contributing factor to higher total numbers. Since many compact owners turn to small cars in order to save money, they may be even less willing than other vehicle owners to shell out money for repairs.
The repairs themselves, fortunately, shouldn't be an issue. Nagy notes that the general reparability of subcompacts hasn't proved to be a challenge. He and other shop owners we spoke to said these cars offered no problems beyond what they're used to seeing with other vehicles.
Manufacturers stress reparability.
"We're not going to bring a vehicle to market if it poses repair problems," says Wendy Clark, a spokesperson for Chevrolet. "The Aveo is built in South Korea. We make sure that since the parts are made overseas that we have a supply here."
Nagy and other repairers want the opportunity to use those parts should an Aveo or similar subcompact reach their doors.
Final word: How will the market grow?
Just how much of an impact subcompacts will have on the collision industry will depend largely upon how large the market grows. Even if subcompact numbers double in 2010 from the 300,000 sold this year, they still represent a small, niche market.
Some industry analysts have questioned just how much larger this segment can get. They point to the appeal of these vehicles, which is limited by their small power plants and lack of interior space (in relation to the space available in larger, more popular models). Analysts say gasoline price will have to climb much higher before a significant number of motorists turn to small cars.
The small car market doesn't exactly have automakers salivating either. Chevrolet reports a slowdown in Aveo sales as Asian products have hit the market. Ford currently is only evaluating the potential of a subcompact concept vehicle. The Chrysler Group has its own concept car, a Dodge Hornet, but is looking overseas for a partner to build the vehicle.
How automakers respond to safety issues should also have an effect on market growth. After the IIHS released its findings, Honda and Toyota announced plans for design changes. The inclusion of active safety systems such as stability control on increasing numbers of vehicles also could have an impact. Small cars buyers can worry less about crash severity and worthiness if the likelihood of being in an accident drops sharply.
Nagy says one other factor could have an immense effect on the total loss issue — value. "The more of their value these vehicles hold, the less likely they'll be totaled," he says. Quality and demand will therefore play a large part. This could be good news for everyone.
If automakers continue upgrading these vehicles, along with their other products, and continue responding to other buyer demands, they stand to make a tidy profit. Car buyers will benefit by having access to affordable small car options. Collision repairers will continue receiving work (and worry a little less about totals).
Addressing sales and value both start with quality and customer satisfaction. If automakers had learned that lesson three decades ago, we might remember the likes of the Gremlin and Pacer with a smile instead of a groan. Heck, we might even still be driving them.
http://www.cleanmpg.com/photos/data/501/Yaris_-_4_dr_.jpgTim Sramcik - Automotive Body Repair News – Feb. 1, 2007
2007 Toyota Yaris without its optional side airbags, earned poor ratings during IIHS side impact tests.
If you're old enough to remember the 1970s (admit it, you are), you'd have to agree that the "me" decade also could have been labeled the "bad" decade. Bad hair, bad fashion and lots of bad vehicle technology marked the '70s, perhaps, like no other era. It's fitting that the '70s also introduced the American small car market.
Thirty years later, the nameplates still read like a roll call for the automotive hall of shame: Gremlins, Pacers, Pintos, Hornets — uninspired monikers matched only by the uninspired cars they were stamped upon. Not that they weren't without their charms. They ran cheaply and efficiently, when they did run. Quality wasn't a defining characteristic. Neither was longevity.
During the booming '80s, most subcompacts disappeared as automakers began building larger, more powerful compact vehicles. The traditional, disco-era-inspired small car typically, if it survived, remained buried deep in the back of dealer lots where only the most desperate, penny pinching motorists were willing to search.
Guess what. Theyyy'rrre baaack. Driven by rising gas prices and fueled by interest from baby-boomers and generation Yers, the subcompact has returned in a big way. It's no longer the vehicle you remember, though. Having shed its dowdy demeanor and bargain basement quality, the new subcompacts are stylish, relatively roomy and provide fairly zesty performance.
While the rejuvenated subcompact probably won't transform the automotive landscape, the economics surrounding its low cost could be a thorn in the side of shops — who's going to pay to repair a cheap car? Still, the diminutive vehicle line is growing more popular by the day.
Fueling the fire: The story behind the current crop of subcompacts.
On paper, the resurgence of the small car makes perfect sense. SUVs and large trucks averaging around 10 or 15 mpg no longer make sense in a $3/gallon gasoline world. If Americans are going to abandon their beloved big vehicles for something getting better mileage, why settle for an upgrade of 22 mpg when a sweet little ride — one that no one else in the neighborhood possesses — will get you bragging rights to 35 or 40?
Hence, 2006, the year of rising petroleum prices, became the year of the subcompact renaissance, marking the introduction of three new small cars: the Honda Fit, Nissan Versa and the Toyota Yaris. Since it takes years to bring a new car to market, one can only assume that Asian automakers must possess ESP, right? No. Forces were already in play (from years earlier) to bring these cars into dealer showrooms.
The Chevrolet Aveo had been on the market for several years and carved out a small, but respectable, niche for itself, selling nearly 30,000 units annually. Elsewhere, the drive for larger vehicles arguably had maxed itself out. SUVs and large trucks were hitting record sales. Americans may love big vehicles, but they love one thing even more — owning something original. Going big had been done — overdone, in fact. Going small offered some interesting possibilities.
In America, the pot was being stirred for the next big small thing. Youthful tuners were spending billions of dollars annually on small sedans. Generation Yers (the 57 million born between 1981 and 1995) were looking for vehicles with a totally new identity.
Other small car forces had aligned. Americans were waiting longer to marry and raise families. American consumers also were more willing than ever to own multiple vehicles, negating the need for a do-everything car or truck. Young people, who had taken on higher levels of debt to finance their college years, had fewer expendable dollars for popular compacts that increasingly push the $20,000 barrier. The population was being bumped up by a rising number of Hispanic immigrants who tend to be more budget-conscious.
Toss these factors together, and they create a budding market for highly personalized, affordable cars — in particular, a market for cars costing under $13,000. Asian automakers, which seem to have a better grasp on the North American market than Detroit, were ready to make a move. For decades, they had been building small and ultra-small vehicles for crowded Asian city streets. They were ready to take that experience and know-how to America.
Style, substance and safety: A new subcompact is born.
If small cars were going to return en masse to the U.S. market, one truth would hold firm. The gas-sipping, tin, econo-box model from the '70s would no longer fit the bill. Along with providing impressive mileage, the new subcompact would offer space, style, quality and safety. So far, automakers seem to have hit the mark.
The smallest of the current crop of subcompacts, the Honda Fit (20 inches shorter than a Civic), offers so much interior space that the Environmental Protection Agency (EPA) categorizes it as a midsize vehicle like the Accord. The Fit actually offers more cargo space than the Civic.
Honda made this possible with an innovative seating arrangement and compact suspension design. Honda also relocated the fuel tank underneath the passenger seat. Other subcompacts, such as the Aveo and Yaris, increase space with 60/40 fold-down rear seats.
Even with the drive to create economic available space, the new subcompacts don't go lightly on features and options. The Sport version of the Fit features 15-inch alloy wheels with wider tires, keyless entry, a leather-wrapped steering wheel, additional body styling pieces and an upgraded MP3-compatible audio system with an auxiliary jack.
The Yaris similarly offers a sport trim with larger wheels, ground-effects styling and a CD/MP3 player. The Versa SL offers Bluetooth connectivity, a leather-wrapped steering wheel with audio controls, a sunroof and satellite radio.
The Scion xA includes a new steering wheel with audio controls, and the Pioneer audio system has a new head unit design and remote mini-jack port for portable music sources. The Aveo LT sedan offers options like leatherette upholstery and upgraded audio with an in-dash CD changer and steering wheel-mounted audio controls.
An impressive list of accessories also exists for each subcompact. Buyers can opt for factory interior light kits, shift knobs, pedal covers, wheel packages, sport mufflers, sport suspension pieces and more, along with a substantial line of aftermarket parts. Dealers say many subcompact buyers are willing to add on $1,800 or more in accessories.
Buyers are adding these parts to stylish vehicle designs built with quality engineering and materials. These factors, in particular, are helping to drive consumers into the small car market.
Sona Lliffe-Moon, a spokesperson for Toyota, says Yaris buyers are drawn by two main factors: Fuel efficiency followed by quality. Following this same line, she notes that so far most buyers don't fall into the "youthful, limited resource" category. Moon reports that the average Yaris buyer is 40, and 42 percent are male.
Buyers also are getting relatively safe cars. The Insurance Institute for Highway Safety (IIHS) recently tested the smallest vehicles sold in the U.S. market. The Versa earned good ratings in all three tests (involving front, side and rear collisions). The Fit and Mini Cooper earned good ratings in front and side tests.
The good news continues. The National Highway Transportation Safety Administration (NHTSA) awarded the Aveo five stars (highest rating) for front impact driver protection. The Fit received five stars for driver and passenger protection, along with five stars for front seat protection during a side collision. The Yaris received four stars for front-end collision protection of driver and passenger. (NHTSA ratings were not yet available for some 2007 subcompacts.)
Overall, small car owners get suitable protection, some of it impressive. Still, safety remains an issue and could be the Achilles heel of these vehicles.
The collision question: Repairs and reparability could cost shops.
Fact: During a collision, you're less safe in a small car, regardless of available safety features. That's simple physics.
When a heavy object hits a lighter one, the lighter one loses. Subcompacts weigh about 2,500 pounds or less. Compacts typically weigh 300 pounds more. Midsize vehicles add on another 800 pounds. A midsize SUV weighs 4,000 pounds or more. According to the IIHS, in every vehicle category (car, SUV or pickup truck), the risk of crash death is higher in smaller, lighter models. IIHS statistics show driver death rates in subcompacts as higher than in any other vehicle category — more than double the death rates for midsize and large cars.
Small cars needn't hit larger vehicles to sustain serious damage. According to the NHTSA, half of all the fatalities in the compact segment occurred in accidents involving only small vehicles. Further, in 2004, compacts, which accounted for only 13.4 percent of cars on the road (according to R.L. Polk registration data), sustained 30 percent of all crash fatalities.
Subcompacts currently represent just .8 percent of the 17 million cars sold in the U.S. each year but are proving so popular that current trends show their percentage doubling over the next four years, according to J.D. Power.
Size is only part if the problem for subcompacts. To help keep costs down, automakers frequently don't offer the time-tested safety systems that are available on larger vehicles. Active safety systems such as stability control are rarely available. Antilock brakes sometimes aren't standard. Head and side airbags frequently are offered only as options, when they're available at all. This is significant since IIHS data shows subcompacts are particularly vulnerable to side impacts and rear collisions.
The Accent and Yaris, without its optional side airbags, earned poor ratings during IIHS side impact tests. The Aveo was only marginal. While the Aveo's front seat-mounted side airbags did a good job of protecting the driver's head, the IIHS says the car's structural performance was marginal. Intrusion into the occupant compartment produced high forces on the driver's pelvis.
The IIHS also reports that the Accent similarly didn't perform well, even though it too features standard side airbags. Structural performance in the side impact test was marginal. While curtain-style airbags in front and rear seats provided good head protection, test results indicated a motorist in a similar real-world crash would likely have sustained internal organ injuries, broken ribs and a fractured pelvis.
Rear protection proved to be particularly poor. The IIHS says the seat/head restraints in subcompacts don't provide adequate protection for most people in rear-end crashes. Every subcompact the IIHS reviewed, with the exception of the Versa (the largest vehicle of the group), earned a marginal or poor rating.
Further, according to the IIHS, when a seat/head restraint design isn't good, passengers are more likely to suffer neck injuries in rear impacts. Neck injuries are the most common injury type in commuter traffic. Each year, over two million insurance claims are filed for whiplash, costing more than $8 billion. Nearly one in 10 of these injuries result in long-term pain and/or disability.
Spelling further potential problems for subcompacts, automakers market this segment most heavily to younger buyers who are far more likely to be involved in serious accidents.
All these factors point to high fatality rates. They also signal a potentially serious issue for shops. Lower vehicle values (due to their low prices) and a greater potential for severe damage means these vehicles could be much better candidates for total losses.
"It's something I find myself asking," says Ron Nagy, owner of Nagy's Body and Frame Shop with locations in Doylestown and Wooster Ohio. Nagy has served on a number of industry committees and served on a NACE 2006 panel that discussed the rising number of total losses.
"Right now we just don't have enough information. This segment isn't old enough for us to get an idea of whether these vehicles will be totaled out more often," he says.
Also vexing the collision industry are questions regarding the willingness of subcompact owners to have their vehicles repaired. Industry members already point to high deductibles as a contributing factor to higher total numbers. Since many compact owners turn to small cars in order to save money, they may be even less willing than other vehicle owners to shell out money for repairs.
The repairs themselves, fortunately, shouldn't be an issue. Nagy notes that the general reparability of subcompacts hasn't proved to be a challenge. He and other shop owners we spoke to said these cars offered no problems beyond what they're used to seeing with other vehicles.
Manufacturers stress reparability.
"We're not going to bring a vehicle to market if it poses repair problems," says Wendy Clark, a spokesperson for Chevrolet. "The Aveo is built in South Korea. We make sure that since the parts are made overseas that we have a supply here."
Nagy and other repairers want the opportunity to use those parts should an Aveo or similar subcompact reach their doors.
Final word: How will the market grow?
Just how much of an impact subcompacts will have on the collision industry will depend largely upon how large the market grows. Even if subcompact numbers double in 2010 from the 300,000 sold this year, they still represent a small, niche market.
Some industry analysts have questioned just how much larger this segment can get. They point to the appeal of these vehicles, which is limited by their small power plants and lack of interior space (in relation to the space available in larger, more popular models). Analysts say gasoline price will have to climb much higher before a significant number of motorists turn to small cars.
The small car market doesn't exactly have automakers salivating either. Chevrolet reports a slowdown in Aveo sales as Asian products have hit the market. Ford currently is only evaluating the potential of a subcompact concept vehicle. The Chrysler Group has its own concept car, a Dodge Hornet, but is looking overseas for a partner to build the vehicle.
How automakers respond to safety issues should also have an effect on market growth. After the IIHS released its findings, Honda and Toyota announced plans for design changes. The inclusion of active safety systems such as stability control on increasing numbers of vehicles also could have an impact. Small cars buyers can worry less about crash severity and worthiness if the likelihood of being in an accident drops sharply.
Nagy says one other factor could have an immense effect on the total loss issue — value. "The more of their value these vehicles hold, the less likely they'll be totaled," he says. Quality and demand will therefore play a large part. This could be good news for everyone.
If automakers continue upgrading these vehicles, along with their other products, and continue responding to other buyer demands, they stand to make a tidy profit. Car buyers will benefit by having access to affordable small car options. Collision repairers will continue receiving work (and worry a little less about totals).
Addressing sales and value both start with quality and customer satisfaction. If automakers had learned that lesson three decades ago, we might remember the likes of the Gremlin and Pacer with a smile instead of a groan. Heck, we might even still be driving them.