Should cell phone use by drivers be illegal?

That is the question the New York Times invited an expert panel to address this weekend in its “Room for Debate” series. It is well-chronicled, cell phone use in a moving vehicle can be a dangerous distraction. But there is some debate on how to discourage phone use, or even if it should be done at all.

Among those panelists who each contributed an op-ed piece on the topic: David Champion, Consumer Reports; Janet P. Froetscher,  National Safety Council; Marcel Just and Tim Keller, psychologists, Carnegie Mellon University; Katherine Mangu-Ward, Reason magazine; Anne McCartt, Insurance Institute for Highway Safety; Tom Vanderbilt, author of “Traffic: Why We Drive the Way We Do.”

Read the full blog series at NYTimes.com.

Below is the piece by Consumer Reports Deputy Technical Director David Champion:

Total bans may be impractical
There is no question that talking on a cellphone while driving is a dangerous distraction. The issue that has caused much debate is the magnitude of the distraction. Many studies have shown that the level of distraction has more to do with the intensity of the conversation and not whether the phone is hand-held or hands-free. An in-depth conversation that requires a good deal of thought causes a higher level of distraction than a relatively short “Can you pick up milk on the way home, Honey” type of call.

Both the length and intensity of the call increase the risk of a crash. The longer the call or the more in-depth or emotional the conversation is, the more the driver concentrates on the call rather than on his or her driving.

According to a study by the University of Utah cellphone users drive slower, pass less often and take longer to get to their destination. Compared with undistracted drivers, those who used cellphones drove an average of 2 miles per hour slower. This is a good sign, but even driving slowly can cause accidents because annoyed drivers who are being held up may drive recklessly to pass the cellphone user.

Whether it’s talking on a cellphone, eating or drinking, adjusting the radio, or programming your navigation system, increasingly, it seems that driving is not always the top priority in the car.

Data from the National Highway Traffic Safety Administration’s 100-Car Study indicated that if a driver takes his eyes off of the road for more than two seconds, it greatly increases the risk of a crash. Together with the intensity of the conversation, cellphone use is becoming a major cause of road crashes and fatalities. Texting while driving raises this level of risk exponentially. Ultimately, if the studies show that talking on a cellphone provides the equivalent impairment of having a blood alcohol level of 0.08% — the limit to drive a car in most states — the use of cellphones while driving should be banned.

This is probably an impractical solution, but since other restrictions all have their own issues, the best solution in the near term is to warn drivers with public service announcements of the risks involved with cellphone use and make the punishment for crashes caused by cellphone use extremely high.

Also read:
NHTSA withholds government study exposing cell phone driving dangers
Real cell-phone dangers exposed: Using wireless communication devices while driving
Texting while driving: A dangerous distraction

See Consumer Reports' cell phone and smart phone reviews, as well as reviews of GPS navigators with Bluetooth hands-free connectivity.

ABC News, 20/20: Consumer Reports on GM

General Motors has emerged from bankruptcy, leaving its bad assets behind, though its legacy remains a fixture in American history. ABC’s 20/20 on July 10th put together a television show chronicling the rise, fall, and new beginnings for this storied company. Online, it is broken into chapters, such as the time-traveling “Who killed General Motors?,” “Automakers beg for government bailout,” and “GM Design team looks toward the future.”

For this show, 20/20 spoke with Consumer Reports Deputy Technical Director David Champion. Excerpts from the interview were also used in an ABC News piece hosted by Charles Gibson, providing a shorter, overview segment. As a bonus treat, it shows our new Chevrolet Camaro racing around the Auto Test Center track.

Watch the ABC News piece.

American Personal Picks: July 4th Edition

To celebrate the 4th of July, the Consumer Reports Autos team put together its patriotic personal picks focused on the American-brand models they would most like to own. Or, imagine that you’ve just accepted a new job with great pay and benefits, including a new car. However, you employer insists that it be an American-branded car. So we asked which one would you choose and why?

Car type and price were left wide open, giving the engineers and editors freedom to choose from the broad model pantheon from Chrysler, Ford, and General Motors. Interesting, many of the same vehicles were repeated throughout the picks.

Read on to see the red, white, and blue selections here, and comment below with your own choices this holiday weekend. For a more official take, see our post “Consumer Reports American Top Picks 2009.” 

Jeff Bartlett: For a practical choice, I would zero in on the Ford Fusion—A well-mannered, fuel-efficient sedan that is a terrific value and practical choice, made more appealing with its 2010 update. Beyond that, I see precious little from the Detroit 3 that would appeal to my below-$25,000 sensibilities. I favor a hatchback for versatility and prize personality. Not much meets that description from Detroit.

However, were gasoline once again cheap as water, the Chevrolet Camaro SS would be a slam dunk. It is a 30-year dream realized, almost. I have long wanted a first-gen Camaro reinvented with a modern chassis, powertrain, and safety features. But having driven it, I find I also want head room, rearward visibility, and more polished interior. Still, the new model drives as good as in my fantasy, looks stunning, and has terrific power. Should I trip over a lottery ticket or leprechaun, it would be a Corvette in the driveway, again. The Z06 and ZR1 deliver exotic-car performance in an all-American sports car, though I would choose the new Grand Sport version. The name alone conjures a legendary heritage. This special-edition has Z06 appearance elements and brakes, distinctive trim details, and a more-than-adequate 436-horsepower LS3 V8. Yeah, that’d be it.

David Champion: I would choose the Ford Fusion, Flex or Chevrolet Traverse. The Fusion’s top-notch reliability is a real breakthrough for a domestic brand and the car is fun to drive. The Flex is just the right size to carry either people or cargo—it’s comfortable and quiet and makes for a great road-trip vehicle. If I were in the market for a three-row SUV, the Traverse would be on my list for its ability to handle a variety of duties, plus its ride and handling are impressive for its size. But its sibling’s first-year reliability has been very disappointing.

Eric Evarts: If I could afford a $40,000 entry-level luxury sedan, there’s no better example on the market in my book than the new Cadillac CTS. It’s quicker than a BMW, handles as well, has more room inside, and looks wicked. While earlier CTS’s had cheesy-looking and poorly laid out interiors, the new one’s feels rich, and much warmer, more practical, and easy to use than European equivalents. Even better, I could get it with all-wheel-drive to get home from work up my hill in a snowstorm. (In fact, my neighbor did.) Even the automatic transmission that comes with the all-wheel-drive model is smooth, crisp, and responsive. So it doesn’t feel like a sacrifice.

But you don’t have to spend $40,000 to get a great American car. I prefer the new Chevrolet Malibu and the Ford Fusion to the Toyota Camry and the new Honda Accord, which both feel too big to me—even if I really like the VW Passat better than any of them.

Mike Leung: For me, I like the Cadillac CTS-V and Chevrolet Corvette. They’re stylish and fun to drive. Although the practical side of me would also go for the standard CTS, which is less fun to drive, but it has a very nice interior and is still quite stylish.

Tom Mutchler: A dream of mine is to get a 25-foot Airstream along with a pickup truck as a tow vehicle. Starting out with a smaller RV for now, I picked up a used T@B teardrop trailer, choosing our 2009 Chevrolet Silverado to go get it. We put 1,400 miles in three days on that truck and found it to be a comfortable and easy-to-live-with travel companion. Sure, a loaded Avalanche or a GMC Sierra Denali would be sweet, but a “modest” Silverado remains a very nice truck. I want one.

But a truck isn’t exactly what I want for a daily driver. Lots of domestic cars qualify. The Chevrolet Malibu is one of my favorite family sedans; I’d take a four-cylinder LT over the stiffer-riding LTZ. We found that the four-cylinder Malibu’s fuel economy beat the four-cylinder Accord and Camry in our tests, and I find the Malibu more stylish than the Ford Fusion/Mercury Milan. If I got a management job, maybe I could swing a Cadillac CTS—a very appealing sports sedan.

Finally, I’ve come very close—more than once—to buying a Ford SVT Contour or Focus. Both were tremendously satisfying driver’s cars. There isn’t really anything in Ford’s domestic fleet that currently qualifies, but I’m looking forward to the upcoming European-based Fords. Even the Transit Connect has steering feel that rivals some sports cars…

Mike Quincy: I’ve grown very fond of the new Dodge Ram pickup truck. It’s quieter inside than a congressional hearing on Wall Street bonuses. But the Ram’s open bed isn’t secure like the Chevrolet Avalanche’s – another truck I love. Tough call between these two. But these vehicles are all work, and I have to weigh in on stuff for play. The Chevrolet Corvette is often my answer to the question “If you could have ANY car, which one would it be?” Corvettes of various generations and horsepower ratings have accompanied me on trips from Boston to Washington, D.C. The combination of awesome power, secure handling and tolerable ride is amazing. I’ve often said that if GM put as much effort into the rest of its line as it so obviously has with the Corvette, it would rule the world. I’m also a big fan of the fun to drive Ford Mustang GT. I love its looks and distinctive V8 rumble, and I’ve enjoyed driving our recently acquired ’09 GT.

Gabe Shenhar: I think the Ford Fusion SEL V6 makes for a good family sedan. Even though it’s based on the previous-generation Mazda6 and is built in Mexico, it qualifies as American by most definitions. The Fusion steers and handles well with a nice ride. For a larger sedan, I’d take the Pontiac G8 GT. I love this car. With Euro-style ride, handling and braking and some rough-and-tumble American muscle, this Aussie import is exactly what the British would call a Q-car – an incognito fierce performance machine. If my budget allowed me to go more upscale, I’d be happy with a Cadillac CTS. This home-grown Detroiter looks gorgeous and drives almost as beautifully as a BMW 5 Series. And I personally think it steers better than an Infiniti G37. The larger Cadillac STS has even more comfort, quietness and roominess thrown in, yet is still a solid, enjoyable drive.

For SUVs, I’d look at the Jeep Grand Cherokee Limited 4.7, really one of Chrysler’s only worthy models. It has a character, looks and the off-road ability befitting a Jeep. And yet, it’s brisk and fairly capable on the road with some handling response and decent seats. For a model with three-row seating, I’d choose the Chevrolet Traverse. It’s roomy and drives well. This coach feels solid and quiet without being the Queen Mary II. And I prefer its looks over its three other siblings. In the absence of a domestic minivan, its functionally comes close to that most-efficient suburban vehicle.

Rick Small: I would buy a Ford Fusion, Flex or Edge. These models have a sportier feel than much of their competition and they’re attractive designs to boot. Discounting for these models is prevalent, so you can get a good deal. The Fusion and Edge are also reliable. Finally, Ford isn’t taking any bail out money (yet) which means the company should be around for awhile.

GM car warranty confusion leaves consumers and dealers in the dark

Despite assurances from General Motors President and CEO Fritz Henderson that “We have absolutely no intention at all of not taking care of customers" (from CBS Early Show interview), there is one thing that is clear about vehicle warranties during the GM bankruptcy: There is confusion.

In posts on January 6 ("Who will perform warranty service on my GM car?") and another one on June 2 ("My dealer closed! What do I do?"), we reported that GMs instructions for Saturn owners needing warranty service are very clear:

"Under the terms of the warranty, the customer should first attempt to bring their vehicle to any Saturn retailer for warranty service. If there is no retailer in their immediate area, or if it is an emergency situation, the repair can be made at any General Motors dealership. In non-emergency situations, it is a good idea for a customer who is having trouble finding a nearby Saturn retailer to call Saturn Customer Assistance before going to a non-Saturn location. That number is (800) 553-6000."

However, not everyone has received that message.

GM confirmed to us that it “…received Bankruptcy Court approval on June 1 to honor all warranty programs related to vehicles and related components, which also includes lemon law claims, field actions/recall costs and buyback activities.” Additionally, GM's warranty coverage is backed by the U.S. Government for passenger cars and trucks purchased on March 30 through July 31. 

But there are still challenges for motorists seeking warranty repairs. For instance, some Saturn dealerships are going out of business due to the economy, and yet others are deciding not to sell Saturns and service them under warranty. In addition, it appears that internal policies limit–and may even prevent–non-Saturn GM dealers from servicing Saturn vehicles.

According to David Henson, founder of Warranty Matters who provides multi-brand warranty auditing and training services, the GM Policy and Procedures Manual has specific language that limits cross-brand service work. For example, a Chevrolet dealer can work on a Pontiac or Saturn vehicle, if the dealer either sold it as a used vehicle or it was considered an emergency repair situation. Participation in the cross-brand work is not mandatory, says Henson, as dealers might not have the training or tools required to diagnose and properly repair the vehicle.

As a GM spokesperson explained, a Saturn dealer may not be equipped to perform complex repairs on a Corvette, or vice versa. And the term “emergency” is open to interpretation by the local service manager.

Todd Ingersoll, president of Saturn of Danbury and Watertown (Conn.), confirmed the rule, saying it is “General Motors’ policy to allow any division to fix any General Motors car in an emergency, or if they sell the vehicle as a used car.”

A GM representative explained that service for vehicles from the four discontinued or otherwise disposed of brands will continue to be provided by any Hummer, Pontiac, Saab, or Saturn retailer—again, assuming they are still around. GM confirms the policy is that in emergency situations, these vehicles can be serviced at any GM dealer.

Other dealers we spoke with were not as clear on the policy. Adding to the uncertainty is that General Motors currently uses three different warranty management and parts ordering systems: one for Saturn, one for Saab, and one that covers the remaining brands. This makes is difficult for non-Saturn dealers to order the correct parts for Saturn vehicles, according to Henson.

Overall, the confusion hurts the consumer and may even sour them on buying from the “new” General Motors. Likewise, dealers may be turning away business unnecessarily.

It is a shame, as GM has assured us that “There will be an adequate supply of parts to service vehicles, including vehicles associated with discontinued brands.  As brands/models are phased out, GM will continue to provide service parts based on the total number of vehicles on the road, customer demand for parts, and estimated needs for future parts.”

Mark LaNeve, GM North America vice president - Vehicle Sales, Service and Marketing, said, “We're standing behind our products, we're honoring our vehicle warranty programs, we have an adequate supply of service parts for all products and our dealers stand ready to provide great service. Putting our customers first remains a primary focus every day."

The message from General Motors is good and consistent, but it needs to be clearly communicated to the local level. Since our investigation began, Janine Fruehan Manager, Quality & Safety Communications, has assured us that just such a message is being prepared.

We are calling on General Motors and the Auto Task Force to issue a statement that makes it clear to all GM dealers and consumers that owners can take their Hummer, Pontiac, Saab, and Saturn vehicles to any GM dealer for service, even if the car was not purchased at that dealer or not an emergency situation. Clear communication would help all parties.

In the meantime, we recommend car owners call ahead and confirm with a service manager that warranty work will be performed. If one dealer refuses, call another.

For further information, visit: www.gm.com/restructuring/

Read "What does the GM bankruptcy mean to you?" To get more answers to the most common questions and concerns about GM’s bankruptcy, visit our Auto Crisis hub.

—Jon Linkov

Video: Should I buy a GM car while the company is in bankruptcy?

As General Motors goes through Chapter 11 bankruptcy proceedings, it can be a tough decision whether to buy a model now. GM will continue to offer deep discounts on its new models, and its dealers are likely willing to negotiate further to reduce their swelling inventories.

Don’t be swayed by the deals alone. Do your research to ensure you are targeting a good, safe, and reliable vehicle. Consumer Reports recommends many GM models, such as the Buick Lucerne, Cadillac DTS, Chevrolet Malibu and Silverado, Pontiac Vibe, Saab 9-5, and Saturn Aura. (Consumer Reports’ New Car Price Reports can aid your negotiations, by revealing the hidden dealer costs.)

Chapter 11 removes some uncertainty for consumers. We expect that GM will be around for years to come, however Hummer, Pontiac, Saab, and Saturn will no longer be part of the corporate family. Choosing a model from these brands carries more risk to the consumer regarding resale values and parts availability, though these models can likely be serviced by other GM brands and independent dealers.

A consideration for all GM shoppers is that during the government-aided restructuring, there may be diminished consumer protection, as was the case with Chrysler. Further, GM will be dramatically reducing its dealer body by not renewing more than 1,000 franchises. Unlike with Chrysler, GM has not made this list public, so consumers do not know if their local dealer will be there 18 months from now.

Good deals are available, just make sure you consider the full picture before buying.

To get answers to the most common questions and concerns about GM’s bankruptcy, visit our Auto Crisis hub .

—Jeff Bartlett

Video: Selling a GM car?

Now is not the best time to be selling a General Motors car, especially if it is a Hummer, Pontiac, Saab, or Saturn. Through the bankruptcy process, it is expected that GM vehicle values will be diminished. However, loyalty-based incentives may offset some of the declined values, rewarding current customers for trading in a GM model for a new one. Once the “new” GM rises from restructuring, its used car values may increase slightly for those core brands it will retain: Buick, Cadillac, Chevrolet, and GMC.

In general, car values are all about supply and demand, though right now consumer confidence is playing a role, as well. In a random, nationwide Consumer Reports pulse survey, more than three-quarters (78 percent) of respondents said they were unlikely to consider buying a new car from an automaker in bankruptcy; 64 percent were very unlikely. We expect confidence will increase should a leaner, stronger GM emerge from bankruptcy. As seen with Chrysler, the uncertainty of what will happen proved a greater sales deterrent than the bankruptcy proceedings itself, and the same may prove true with GM. (Read: "Chrysler Group emerges from bankruptcy.")

Another key factor will be how dealers whose GM franchise license will not be renewed choose to proceed. Some may close shop, others will focus on other brands. However, many may convert into used car dealers, with a GM specialty. Such dealerships will be more welcoming of GM trade ins, plus be able to provide parts and service.

The rules for car buying and selling have become a bit more complicated with GM products, though the principles remain the same. Research the value for your vehicle if interested in selling or trading in, then compare those values against your local market, seeking multiple offers through new and used car dealerships. Don’t judge by classifieds listings, as those only indicate what people will accept for their vehicles, not what they actually sell for.

And don’t let your desire for a great deal on a new vehicle overshadow the need to get a fair deal on the trade in. Keep the transactions separate in your negotiations, and remember, you are driving the deal, not the other way around.

Read "What does the GM bankruptcy mean to you?" To get more answers to the most common questions and concerns about GM’s bankruptcy, visit our Auto Crisis hub.

—Jeff Bartlett

Consumer Federation says new mpg rules will be cost effective

“Ending our dependence on fossil fuels is the most difficult challenge we have ever faced,” said President Obama yesterday, announcing new national standards for carbon dioxide emissions that will raise fuel economy requirements to 35.5 mpg, combined average for cars and trucks, by 2016. “We have known about the costs of this oil dependence since the gas shortages of the 1970s, and all too little has been done.”

Now the administration has brought together a coalition of automakers, environmentalists, state governors, autoworkers, and federal agencies to sign on to the new agreement.

The new standards, however, are expected to raise prices by $1,300 per car by 2016, according to an analysis by the Obama administration.

That seems like a lot to ask of consumers in such a deep recession. But a new analysis by the Consumer Federation of America (CFA) shows that the proposal will actually save the average new-car buyer $500 a year in fuel costs (read pdf), assuming gas prices return to $3 a gallon. Overall, the savings could amount to $2,500 over the lifetime of the car.

At that rate, they say it would take less than three years for consumers to break even, even with the extra up-front cost of the cars. If gas went to $4 a gallon, consumers would save $650 a year.

The Administration also estimates that the new standards will save 1.8 billion barrels of oil over the lifetime of the cars produced in those years, equivalent to the amount of oil the U.S. imports annually from Saudi Arabia, Venezuela, Libya, and Nigeria combined.

The agreement promises to reduce greenhouse gas emissions by nine million metric tons a year. While the fuel economy standards are slightly lower than those proposed under a California bill that was awaiting federal approval, the potential CO2 savings are far greater because the standard is applied to all cars nationwide.

Ten automakers signed on to the agreement, and the executives of those companies stood behind the President as he made the announcement today at a Rose Garden ceremony.

The President wryly noted that, “It’s no secret that these are folks who have occasionally been at odds for decades, and embroiled in lawsuits against one another.” Now, he said, “What everyone believes is that status quo is unacceptable.”

On the agreement, Senior Director of the Consumer Reports Auto Test Center David Champion said, "The U.S. is taking a major step forward in producing greener, more fuel-efficient vehicles. This decision provides a clear path for a national standard after years of uncertainty, which is a relief for the auto industry and consumers alike. These standards strike a good balance between fuel economy and maintaining safe cars. In the long run, the fuel savings should help offset the higher costs of building greener vehicles. This is a good step for consumers' pocketbooks, auto safety groups, and the environment."

To learn more, read "EPA introduces first CO2 limits for cars."

—Eric Evarts

Learn about driving green in the Consumer Reports special fuel economy section.

Video: Consumer Reports’ David Champion on Chrysler

With Chrysler Corporation’s announcement seeking Chapter 11 bankruptcy protection and pending partnership with Italian automaker Fiat, some questions about the company’s future have been answered. But many others arise. As it enters into what is being described as a “surgical” bankruptcy, aimed at getting a new, leaner Chrysler up and running as quickly as possible, concerns remain about how quickly that can happen, what that company will be like, and how it will impact consumers.

It’s too early to know how things will all shake out, but it’s safe to say that we should expect a smaller company and fewer dealers to support it. But will owners of Chrysler products still be able to count on readily available parts, service, and warranty work? And should those in the market even consider the brand? What does Fiat bring to the table? 

David Champion, Senior Director of Consumer Reports’ Auto Test Center, answers some of these questions and gives his behind the scenes industry insights in an exclusive interview available to our readers.

We will continue to monitor this fast-moving story, reporting here in the Cars blog and also updating advice and news on the Auto Crisis hub.

—Jim Travers

Consumer Reports teams with X Prize Foundation on 100-mpg competition

Consumer Reports will serve as the official active safety testing partner for the Progressive Automotive X Prize, an intense competition that will award a $10 million prize for creating a car that gets 100 mpg; can be mass produced; and could be sold for a reasonable price. The competition is designed to inspire a new generation of viable, safe, and super fuel-efficient vehicles.

Among other requirements, competition vehicles must pass a variety of pre-race safety inspections and active safety performance tests. These tests will be conducted with advice and help from Consumer Reports, and certain tests will be performed in accordance with procedures developed by Consumer Reports. Examples include single and multiple braking tests, low-speed stability tests and emergency double-lane change maneuvers.

Consumer Reports will bring a critical perspective on vehicle safety, features, and technology to the competition. David Champion, Senior Director of Consumer Reports Auto Test Division will also join the Prize Administration Board of the competition. 

“We think this is a great way to encourage the creation of new and more fuel-efficient vehicles,” says Champion.

The two organizations are exploring other ways to further accelerate consumer education and advocacy efforts, specifically on such topics as alternative fuels and fuel efficiency. For instance, in future testing of plug-in and alternative fuel vehicles, Consumer Reports is planning to report MPGe (miles per gallon energy equivalent) as one of several measures that will help consumers understand and compare vehicle efficiency.  

Look for ongoing X Prize coverage in the Cars blog.

Learn more about the Automotive X Prize competition. And learn more about driving green in the Consumer Reports special fuel economy section.

The Detroit 3 - What happened and where they stand

Consumer Reports has been testing cars since its inception in 1936, giving buyers an unbiased assessment of the best cars for their hard earned money. Over the years, we have seen the Big 3 domestic auto manufacturers rise and fall, but I don’t believe we have ever seen all of them in such perilous state.

In the 1950s and ‘60s the Michigan-based manufacturers had the automotive landscape to themselves, but as the ‘70s arrived, they failed to keep pace with technology and the market. As we moved into the ‘80s and ‘90s it was almost like an alcoholic who remains in denial until they acknowledge they have a problem. In some ways this is understandable. They were the biggest manufacturers in the world and living in the Detroit area in those days, the executives’ and employees only saw their own products driving around. Clearly, everyone loves them!

However, in other parts of the country where the work force is not so closely tied to the auto industry, other consumers were getting fed up with poor gas mileage and appalling reliability. At one time not so long ago during the check-in procedure of new cars that Consumer Reports had purchased anonymously from local dealers, we would count up the number a delivery faults (sample defects) each car had. These ranged from misaligned panels and malfunctioning parts, to major issues such as transmissions that would not shift correctly. We also heard from cars owners who had bought a Chevrolet or a Dodge or a Ford who had nothing but problems with their cars. Such owners would write, "I would never buy another XYZ again." This was not just the model they were talking about, it was the manufacturer – Chrysler, Ford, or General Motors—they were never going to buy a car from again.

Around this time the European and, more importantly, the Japanese car manufacturers started to get a foothold in the American market. In the early days Japanese cars were not very good, however they got customers to buy their cars by selling them fully equipped with A/C, radios, and other optional equipment the Big 3 charged extra for. Once the customers had these new small Japanese cars, they found out they were good on gas and they would go forever without breaking down. We still hear from subscribers who say that all they have done to a car in 200,000 miles is routine service.

I have always considered that the most important period for a car to be reliable is in its fourth and fifth year of ownership; this is the time when many owners are considering buying a new car. Many manufacturers have concentrated on initial quality and a three-year warranty period, thereby missing out on when the customer is considering their new car.

Over the years the Japanese vehicles have improved and are now make some of the best performing cars on the market. In fact most of the Top Picks in Consumer Reports Annual Autos issue have traditionally been from Japanese manufacturers. This is probably why about three quarters of the people who buy a Honda or Toyota buy another one, but less than half of Ford and GM buyers and only a third of Chrysler buyer buy another one.

Lately, we have also seen the rise of the Hyundai from Korea, who in the early ‘90s made awful cars with terrible reliability, which almost put them out of business. However, since the late ‘90s, we have seen tremendous improvements in Hyundai cars in both how they perform and in their reliability. The latest Hyundai products are now competitive with Honda and Toyota.

The Detroit 3 now
Today, I believe the Big 3, or as they should now be known as, the Detroit 3, have been in "rehab" for several years and are on the road to recovery, but like many recovering alcoholics, they are overweight and broke.

They are making progress, Ford over the last five years or so has been making incremental improvements year over year in the reliability of their cars, to the point that the newly introduced cars are on par with Honda and Toyota. Many consumers would not think that the Ford Fusion is one of the most reliable family sedans on the market and more reliable than poster child for reliability the Toyota Camry. Unfortunately their current line up of cars is not very exciting and bland; this does not bring customers into the showroom.

GM has introduced some very good cars that are competitive with the best cars in the world. The Cadillac CTS is competitive with BMW and Mercedes-Benz; the new Malibu is competitive with Honda Accord and Toyota Camry; and the Buick Enclave, Chevrolet Traverse, GMC Arcadia, and Saturn Outlook are competitive with the best SUVs on the market. GM’s pickup trucks are some of the best available, but unfortunately their reliability has not been able to match the cars’ performance.      

Chrysler seems to have concentrated innovative features at the detriment of the vehicle as a whole. They have introduced "Stow and Go" and "Swivel and Go" seating in their minivans, but unfortunately the powertrains, handling, and interior quality in all Chrysler products has been lacking and nearly all their vehicles have below average reliability. Their one bright light is the new Ram pickup truck. Thus far in our testing, it marks a big improvement over its predecessor, but given that pickup trucks are not the most vibrant market segment today, Chrysler still has much work ahead. However, its recently announced alliance with Fiat may be able to accelerate the automaker’s turnaround.

A shorter version of this piece appears on NYTimes.com in a collaborative piece titled "How to Get Detroit Selling Again."

—David Champion

For more Consumer Reports’ insights on the domestic automakers, read “Report card for Detroit.” And see how car owners feel in the “Car Brand Perceptions Survey.”