logo
Audi Is Dead Last In New Initial Quality Study

Audi Is Dead Last In New Initial Quality Study

Motor 14 hours ago

It's that time of the year when J.D. Power releases its
U.S. Initial Quality Study
. Now in its 39
th
edition, the survey collected feedback from 92,694 purchasers and lessees of 2025 model year vehicles, asking whether they encountered any problems during the first 90 days of ownership. Those who agreed to participate in the study between June 2024 and May 2025 answered 227 questions covering various aspects, including the engine, infotainment system, interior quality, and driving experience.
While reliability isn't typically a strong suit for luxury brands,
Lexus
topped the rankings with 166 problems reported per 100 vehicles. In contrast, other premium automakers performed significantly worse, especially Audi, which ranked dead last with 269 issues. Volvo fared only slightly better, taking the penultimate spot with 258 problems per 100 vehicles.
J.D. Power 2025 U.S. Initial Quality Study (IQS)
Photo by: J.D. Power
There's a striking discrepancy between
Nissan
and Infiniti. The mainstream brand placed second overall with just 169 reported problems, while its upscale counterpart ranked near the bottom with 242 issues during the first three months of ownership. This year's average was 192 problems per 100 vehicles, a slight improvement from last year's 194. Many luxury automakers performed below average, with exceptions including Nissan (1st), Jaguar (4th), Buick (9th), Genesis (10th), and Porsche (13th).
Only one brand had more problems per 100 vehicles than Audi: Rivian, with 269 issues. However, the American EV startup didn't meet the study's award criteria and was excluded from the final rankings. The same applies to Tesla, which tied with
Cadillac
and Toyota, reporting 200 problems. Seeing Toyota well below the average is quite surprising.
It's also a bit of a shock to see
Mazda
rank so low with 225 issues, on par with Volkswagen. Then again, the study only covers the first 90 days of ownership, not long-term reliability. For those seeking dependable vehicles, J.D. Power notes that luxury cars are generally more prone to problems than mainstream ones. Plug-in hybrids tend to cause more headaches than EVs, and brand-new models typically have more issues than their predecessors.
The study isn't solely focused on reliability, since it also accounts for other types of issues reported by owners. For instance, J.D. Power highlights growing frustration with touchscreen-based climate controls, which many drivers find unintuitive. Shocker, right? Another common complaint involves cupholders, as they often fail to accommodate the wide variety of cup and bottle sizes.
Photo by: Chris Perkins / Motor1
Circling back to Audi, its position at the bottom isn't entirely unexpected given past results. From 2020 through 2024, J.D. Power consistently ranked the German luxury brand near the bottom. That said, there was usually at least one other automaker with more problems: Land Rover in 2020, Chrysler in 2021, and Maserati, Volvo, and Chrysler in 2022. In 2023, VW, Chrysler, and Volvo all ranked below Audi. Last year,
Dodge
was in last place.
To Audi's credit, the company has acknowledged its shortcomings, at least those related to
interior quality
. In a recent interview with
Motor1
, Oscar da Silva Martins, Head of Product and Technology Communication, admitted: 'We have certainly been better in terms of quality in the past, but we will get there again.'
Whether the
new Q3's unified stalk behind the steering wheel
is part of the solution is unclear.
Related Stories:
The Most Reliable Cars for the Money: Study
Volkswagen: EVs Are 'Much More Reliable' Than Gas Cars
Source:
J.D. Power
Share this Story
Facebook
X
LinkedIn
Flipboard
Reddit
WhatsApp
E-Mail
Got a tip for us? Email:
tips@motor1.com
Join the conversation
(
)

Orange background

Try Our AI Features

Explore what Daily8 AI can do for you:

Comments

No comments yet...

Related Articles

What a Bag of Chips Taught Me About Optima's Battery Tech at Pikes Peak
What a Bag of Chips Taught Me About Optima's Battery Tech at Pikes Peak

Yahoo

time19 minutes ago

  • Yahoo

What a Bag of Chips Taught Me About Optima's Battery Tech at Pikes Peak

Car racing has long been hailed as the ultimate test bed for burgeoning automotive technologies, with everything from aerodynamics to paddle shifters making their way from high-tech racing machines to consumer cars. But with so much of that already done, it's hard to imagine what, exactly, is left to learn. To find out, Optima Batteries invited me to the 2025 Pikes Peak International Hill Climb. There, a fleet of BBI Autosport Porsche race cars would be outfitted with the company's OrangeTop QH6 lithium battery, and I was determined to discover exactly how relevant the iconic 12.42-mile run up America's Mountain can be in modern battery development. Interestingly enough, it didn't take some complex concept or high-tech machine to teach me why Pikes Peak presents an enormous challenge to a vital component like a car battery. In fact, all it took was a silly bag of potato chips. But first things first: Why is racing relevant to a company like Optima Batteries? Tom Downie, vice president of communications at Clarios (which owns Optima Batteries), explained just that. Motorsport 'gives us a chance to push some of our products more than the average consumer might, and all of that [research and development] goes into our regular products.' This approach may include not only appealing to performance-oriented aftermarket customers who want to upgrade their stock equipment, but also monitoring how OEMs are developing certain elements of their machines through racing and pitching Optima products to them if their technology falls short. From a sales angle, that makes sense. But to understand what, exactly, can be learned at an event like the PPIHC—or, as Daryl Brockman, director of global sales, marketing, and product planning at Optima added—the King of the Hammers and the Baja 1000—you must look at this race's extremely unique environment. Sure, you want your race cars to be durable, but Brockman explained that the PPIHC raises a frankly fascinating challenge, one that I experienced myself with the aforementioned salty snack. I bought a bag of chips down in Colorado Springs, which sits at an altitude of just over 6,000 feet. It sat, unopened, in the front seat with me as I crossed the race's starting line at 9,390 feet, and made the slow ascent up Pikes Peak to the summit, which stands at 14,115 feet of elevation. A sealed container like that bag of chips will undergo a wild change: It swells and expands. That's because the air pressure inside the bag remains the same as it was when it was sealed closer to sea level, while the air pressure outside the bag decreases. The internal air wants to push outside of the bag, which causes some extreme surface tension. Scientists call this Boyle's Law. Just like the chip bag, batteries are also fully sealed containers, and the altitude change during the race is going to impact the battery the same way it impacts your chip bag: Namely, as you ascend higher up a mountain, the external air pressure is going to drop, but the internal air pressure in your battery will remain the same. Pressure changes can impact the structural integrity of a sealed lithium battery pack, which can cause your battery to leak or even explode, while decreases in cooling efficiency mean your battery can overheat. It should go without saying that all of these impacts are bad, but they become particularly concerning when those batteries are mated to purpose-built cars that are trying to race up a huge mountain in 10 minutes or less. 'Our batteries actually have a breather valve that allows the pressure inside the battery to equalize compared to the atmospheric air pressure,' Brockman told me. 'It's one of the small details that our batteries have that some of our other competitors may not have considered.' And it's a detail that can't be replicated through lab conditions—not really. Brockman pointed out that the OrangeTop QH6 spent a year and a half in the lab, during which time the Optima development crew worked out any initial kinks. The next step is actually crafting pre-production prototypes that Optima has distributed to race teams and other enthusiasts who will really put those batteries to the test. 'A lab test is a controlled environment, so the assumptions don't always match reality,' Brockman explained. 'You'll have assumptions on how much power it takes to start the vehicle, which can vary wildly from one vehicle to another; the amount of cranking time; the differences in how a vehicle starts when the engine's cold versus when it's hot. Sometimes you'll find things outside of your initial assumptions, and those are the things we learned along the way to make sure that we have a product that will always perform.' A breather valve is a fairly simple feature; under sea-level atmospheric conditions, this valve remains a sealed component of the battery. But as you climb further up a mountain and the pressure inside the battery builds, it compresses the valve and allows that air pressure to escape. When the air pressure inside and outside of the battery is equalized, the valve shuts. If my chip bag had a similar feature, it wouldn't look like it was bursting at the seams up at the summit of Pikes Peak. The valve may be small, but the OrangeTop QH6 is also outfitted with a load of sensors that monitor battery health, all of which can be transmitted to an app on your phone via Bluetooth. Without the breather valve, Optima could see exactly how sudden changes in elevation and atmospheric pressure compromised battery integrity and lifespan. Add in the breather valve, and the data showed a dramatically different story, though the Optima crew was reluctant to hand off any proprietary details. So, while the 2025 running of the PPIHC was the first time Optima had officially debuted its OrangeTop QH6 battery in a race car as a final product, it wasn't the first time a car had carried some version of that battery up a mountain; its adventure-focused product testers had been enthusiastically scaling summits for about a year before the company knew it had a battery that could withstand the pressures of competition. The difference is that now, Optima has completed the testing of its prototypes and feels confident enough to offer it to consumers. Got a tip? Email us at tips@

Kettering University Aligns College And Work To Maximize ROI
Kettering University Aligns College And Work To Maximize ROI

Forbes

timean hour ago

  • Forbes

Kettering University Aligns College And Work To Maximize ROI

Emphasizing light, transparency, and interconnected learning spaces, the Kettering University ... More Learning Commons building fosters creativity, community, and hands-on collaboration—skills that students rely upon for success in coursework and co-ops. A 2024 study from the Strada Institute for the Future of Work paints a bleak picture of college graduates. Over half are underemployed one year after college, and almost half remain in the same situation ten years later. Underemployment often arises because students graduate with theoretical knowledge but lack the practical skills directly relevant to employers' needs. For the past 100 years, Kettering University, through its unique co-op program, has had the solution to this problem, evidenced by the fact that 99% of its students are fully employed within one year after graduation. With the average student loan debt exceeding $38,000 and the average time to pay off student loans now exceeding 20 years, and with students increasingly questioning the notion that college is the best path to a secure future, the time has come to take a closer look at an alternative that works. Kettering University's Unique Approach Kettering University believes it has the answer in its co-op program. An engineering school founded in 1919 as 'General Motors Institute' to serve the budding automotive industry, Kettering has a unique 50% workplace/50% classroom model that provides clear answers to questions of return on investment and employability after college. Dr. Robert K. McMahan, President of Kettering University, describes their approach in his advice to undergraduates: 'Don't focus on the college experience. Focus instead on likely outcomes ten years out.' He goes on to stress that 'at Kettering, we partner with over 500 companies to coordinate highly rigorous academics with mentored, hands-on work in each student's area of professional interest.' The secret of Kettering's academic model is this commitment to 'hands-on work' enshrined in its co-op program, considered the most robust in the country. Kettering students begin co-oping with employers early in their first year and spend an equal amount of time over five years in the classroom and the workplace, graduating with a full two and a half years of meaningful job experience, and having earned as much as $100,000 during their studies. For instance, a mechanical engineering student at Kettering might alternate academic semesters with paid, hands-on roles at General Motors, acquiring direct experience in automotive design, manufacturing processes, and project management. By focusing on the long-term goal of creating future employees who are not just ready to work but ready to excel, Kettering has developed a model that produces graduates prepared to contribute as valuable employees on their first day of full-time work. In fact, by graduation, many have advanced beyond entry-level roles, finding themselves fast-tracked toward higher positions while their inexperienced peers from other schools face 12 to 18 months of training. 'It's a workforce supply-chain issue,' says McMahan, a successful venture capitalist as well as a renowned astrophysicist. 'We see industry as the client and students as the product, which may sound impersonal, but it's good for both parties. The extent to which higher education fails to understand itself as part of the workforce supply-chain is the extent to which it will continue to drift into irrelevance.' McMahan also emphasizes that Kettering's combination of rigorous academics and mentored employment focuses on a specific goal: mastery, meaning that students don't merely learn theory—they repeatedly apply skills in real-world settings until they demonstrate consistent, superior competence. 'Our graduates succeed because they have gained a level of mastery in their chosen professional discipline. Mastery is critical to their employability.' Kettering University Delivers Significant ROI Kettering is clearly meeting this goal. A 2017 study showed that Kettering University was having significant success in categories like economic mobility and starting salaries. Most intriguingly, it was the top performer among 71 highly selective private universities when it came to moving students entering university in the bottom quintile of household wealth to being in the top quintile at age 34. In regard to return on investment, the Georgetown University Center on Education and the Workforce ranked Kettering University 22nd among all private non-profit universities, placing it ahead of many more expensive, more highly selective institutions. According to Kettering University graduates realize an 8% annualized return on their educational investment. Kettering University Graduates Ascend The Ranks Not surprisingly, a remarkable number of Kettering graduates have reached positions in Fortune 500 C-suites, including some of the top executive roles. Kettering alumni have held president or CEO roles at General Motors, Yamaha Motor Corporation, Reuters, Valvoline, Caesars Entertainment, Inc., Climate Impact Partners, PHINIA, REC Foundation, Masco, SAE International, Singer Vehicle Design, Kuhmute, and CNext. In recent years, Kettering alumni have also led at Merrill-Lynch, Delphi, BorgWarner, Continental Airlines, Benchmark Capital (early investor in eBay, Snap, Red Hat, Jamba Juice, etc.), Gibson Guitars, Greyhound, LG Energy Solutions Michigan, and more. Significant results for a school with only 2,400 students. But Will Kettering University Ascend The Rankings? With such success, prospective students and their families should focus more on substantial ranking factors related to a student's academic experience or future success, rather than traditional ranking criteria that emphasize an institution's reputation or the publication and citation records of its faculty. If the goal of education is a successful career and a meaningful life, individual attention and hands-on mentoring will matter much more than the size of the endowment or the selectivity of admissions, which are often included in common ratings. As dissatisfaction with the current state of undergraduate education continues to grow, the need for new ranking systems with criteria more relevant to families will increase. Whether this results in changes to existing methodologies or the development of new ones remains to be seen. Kettering University Provides A Way Forward Kettering University has a proven model of success with a 100-year track record. As many begin to question the value of a college education, institutions like Kettering University clearly demonstrate that the value is there, but only if the goals are clear. By keeping the focus on developing students with actual skills and meaningful experience, Kettering University provides a clear model for how it can be done. Whether other institutions can shift to a true student orientation remains to be seen.

2026 Honda CR-V TrailSport First Drive Review: It Just Doesn't Go Hard Enough
2026 Honda CR-V TrailSport First Drive Review: It Just Doesn't Go Hard Enough

The Drive

timean hour ago

  • The Drive

2026 Honda CR-V TrailSport First Drive Review: It Just Doesn't Go Hard Enough

The latest car news, reviews, and features. As far as normal cars go, the 2025 Honda CR-V is a pretty good one. It's comfortable, it's spacious, it's got a high-quality, sensible interior, it's fuel efficient, and it's surprisingly enjoyable to drive. So what would happen if Honda took its bread-and-butter crossover and seriously gave it some off-road capability? Could a rugged CR-V hold its own? Would it spoil what the car already does well? I'm asking—I don't know, because that's not what the 2026 Honda CR-V TrailSport really is. The new trim adds a light, adventurous flair, a woodsy paint color, orange interior accents, and new wheels with all-terrain tires. The rubber is the only performance differentiator between the TrailSport and any other CR-V equipped with Honda's two-motor hybrid powertrain. It doesn't even have a lifted suspension. This CR-V is still a very good car, like they all are. But if you hoped this version would be something more akin to the Trailsport Passport and Pilot, it's best to leave those expectations behind now. Sure, these outdoorsy crossovers tend to trade on vibes rather than off-pavement prowess, but even compared to your Wildernesses and Woodlands, the CR-V TrailSport simply feels too ordinary. Adam Ismail The TrailSport hovers around the middle of CR-V trims, above Sport, even with Sport-L, and below Sport Touring. It only comes in hybrid and all-wheel-drive form, and the execution here is identical to that of other hybrid CR-Vs: a traction motor and a power generator, joined by a 2.0-liter Atkinson-cycle four-cylinder, for a combined 204 horsepower and 247 lb-ft of torque. The EPA rates it for a very strong 40 mpg city, 34 highway, and 37 combined, and it starts at $40,045 including shipping. The TrailSport's exterior is distinguished by silver 'skid garnish' on its front and rear bumpers, which are the same shape as those on other trims. (That's a very deliberate word choice on Honda's part—don't mistake them for actual skid plates, like you get on the Passport TrailSport.) This CR-V also gets special badges front and rear, black trim and door handles, 18-inch Shark Gray wheels, and an available Ash Green Metallic exterior color carried over from the Passport. It looks nice, but I think it's time the industry moved on from the weak pastel sage trend. We need some vivid greens on cars again. Adam Ismail Inside, the seats are all black and gray heather cloth with orange TrailSport logos embroidered into the headrests, plus orange stitching on the upholstery and steering wheel. What little ambient lighting there is in the CR-V interior—I only noticed it in the door handle slots and above the wireless phone charger—is also a matching amber. And you get rubber floor mats, again with the appropriate branding. That's basically it in terms of stylistic changes here. Those slate wheels are now shod in 235/60R18 Continental CrossContact ATR all-terrain tires, and if you've sported a few trails before, you probably already know that you can score a set of those for $1,000 on TireRack right now. Out in SoCal, Honda set up a small off-road obstacle course with steep ditches and hills that, at times, perched our humble soft-roaders on three tires. Frankly, it was nothing that an ordinary CR-V couldn't have surmounted on its normal tires. Adam Ismail Fortunately, the all-terrain rubber hasn't seemed to adversely impact the CR-V's behavior on the street. Behind the wheel, the TrailSport may as well be any other CR-V Hybrid, blessed with a responsive chassis and a supremely fuel-efficient, albeit slightly interstate-challenged, powertrain. You'll definitely have some foot-to-the-floor passing moments in this car. And, when those happen, you'll absolutely hear the pokey two-liter giving its all to meet the demand, bypassing the generator to send its power directly through to the wheels. Electric torque ensures there's enough shove to get going from a stoplight, but at higher speeds, another 30 horsepower or so would certainly be appreciated. As with every all-wheel-drive CR-V for 2026, the TrailSport receives improved traction control logic, so that it now works at very low speeds, below 9 mph. Hill descent control also comes on all trims and limits your pace when coasting down a sharp grade. Honda has made the 9-inch center touchscreen that used to be an upgrade standard across the range, and with it comes Wireless Apple CarPlay and Android Auto. There's also a new available 10.2-inch digital instrument panel, which the TrailSport includes. Conceptually, the CR-V's interior is pretty unassailable. All the plastics feel solid to the touch, you get elegant, functional knobs and buttons to control heating and cooling, the infotainment display isn't overwhelmingly huge, and the software behind the instrument cluster looks clean and is easy to follow. Adam Ismail I still love that long, wide grate motif spanning the climate vents, which Honda first debuted on the Civic. In this era of cynical minimalism at one end of the spectrum and aggressive, overwrought design on the other, it strikes a great balance, and it still draws the eye. Spacious and sensible as this cabin is, my only complaint is that I'd expect the TrailSport to be a little better equipped for $40K. The truth is that it's not far off the range-topping Sport Touring trim. That one throws in leather seats with memory power adjustability for the passenger, a better audio system, and a hands-free tailgate, among other nice-to-haves. The Pilot TrailSport's 360-degree TrailWatch camera would be useful on a vehicle built for roads less traveled, but no CR-V offers such tech. Many of the CR-V's competitors—the Toyota RAV4, Subaru Forester, Nissan Rogue, Mazda CX-5, Hyundai Tucson, and Kia Sportage, just to name a bunch—offer aspirational and adventurous trim levels not unlike TrailSport. On some level, I can understand why they're popular: Plenty of people want the outdoorsy look, but they don't actually need the gear. That's fair enough, and if it keeps someone who doesn't really need a Jeep Wrangler from buying one, that alone is a great thing. The TrailSport's problem, though, is that even by those low standards, it's still not special enough compared to any other CR-V. Forget about performance changes—it barely has visual ones. The Subaru Wilderness trio rides taller with aggressive bumpers and spill-resistant seats inside. The Nissan Rogue Rock Creek has a beefy roof rack. The new Toyota RAV4 Woodland has aftermarket-looking LED fog light strips, the kind that blind you. The Hyundai Tucson XRT doesn't have a whole lot of unique touches, but it does give you a leather interior for around $4,000 less. The Forester Wilderness is a couple grand cheaper, too. And that's before you look at where Honda's already taken the TrailSport name. On the Passport and Pilot, it actually means something—skid plates, special suspension tuning, optimized torque vectoring systems with an abundance of drive modes for different surface types, and so on. Plus, they just look good and offer far more exterior differentiation from the 'normal' trims of those SUVs. The Passport TrailSport's white steel-looking wheels just make me swoon. The CR-V Hybrid was already an excellent and well-rounded crossover worth its price tag. We've even called it 'The Final Boss of Family SUVs.' Fortunately, the TrailSport doesn't compromise that. Unfortunately, it also doesn't add anything to that recipe. 2026 Honda CR-V TrailSport Specs Base Price $40,045 Powertrain 2.0-liter four-cylinder | permanent-magnet electric motor | all-wheel drive Horsepower 204 (total)145 @ 6,100 rpm (gas) 181 @ 5,000-8,000 rpm (electric) Torque 138 lb-ft @ 4,500 rpm (gas) 247 lb-ft @ 0-2,000 rpm (electric) Seating Capacity 5 Cargo Volume 36.3 cubic feet behind second row | 76.5 cubic feet behind first row Curb Weight 3,900 pounds Ground Clearance 8.2 inches Max Towing 1,000 pounds EPA Fuel Economy 40 mpg city | 34 highway | 37 combined Score 8/10 The Honda CR-V TrailSport amounts to an underwhelming cosmetic package for an otherwise great SUV, that doesn't reflect the style or capability of Honda's other TrailSport products. Adam Ismail Car Reviews Honda CR-V Honda Reviews

DOWNLOAD THE APP

Get Started Now: Download the App

Ready to dive into a world of global content with local flavor? Download Daily8 app today from your preferred app store and start exploring.
app-storeplay-store