thegriffon

Yeah, it's a regional thing—you can only get them on earth. You can get them at most fast-food shops in Australia, the small mom and pop places witha grill and a couple of deep fryers, but not in the supermarket.

HSV may adopt the 6.2 L LS3 as the base powerplant (currently the LS2). In fact it's inevitable. Don't get too excited, nor about the figures HSV puts out, which are the obsolete DIN standard (popular with tuners and Ford Australia) from the '70s, not one of the more realistic ISO-based standards developed later. The Sport truck does not get the LS2, but the same L92 V8 as the regular sedan.

The Yaris, Micra and Swift are more than "slightly" smaller—Also the Ignis is the same size as the Swift and indeed was effectively replaced by the Swift in many markets. Suzuki's B-segment model was the Liana/Aerio. Yes, I know they tried to pass it off as a compact in the US by sticking in a bigger engine and jacking up the price, but who were they kidding? Even Suzuki aknowledges it uses the A-platform (Suzuki's term) of the Swift. Pricing and powertrains also group the Citroen C2, Ford Ka, Yaris, Micra and Swift in the segment below the Polo, Punto, Corsa et al. How the segments are defined depends on who you ask—Ford and VW have different ideas than other sources (VW's is purely platform based and has no relation to size at all—the Passat for example is a B-segment model and the Audi A6 in the C-segment). In the Chinese market the A0 segment relates to models under 4.0 m, the A to models under 4.5 m, the B to models over 4.5 m and 1.6 L (there is also a C-segment I have not seen a definition of but which may be vehicles over 2.5 L). The closest to an official definition of the size classes recognized by other European automakers was in a chart released by GM, which was strictly length (for sedans), not wheelbase based. I'd love to see something more comprehensive and with some official sanction (e.g. the ACEA).

What heralded Mazda reliability?

This is screaming for romantic chick flick.

A fullsize minivan and midsize crossover will get about the same number of sales if done correctly (10-12K per month for both). A fullsize crossover like the Acadia has proved less popular so far. Even the Chevy Uplander is as popular as the Acadia (around 5K sales per month), the most popular fullsize crossover to date. While sales of minivans have fallen, many are no longer sold, and the cheaper versions of those remaining have disappeared. Well-equipped minivans are just as expensive as the Lambda crossovers, most with far less power.

Isuzu (up 36.7%), and 2nd fastest growing this year (13% v 30% for mini)

The Groove I would class as an A0-segment MPV The Cube, Agila, 1007 and new bB (Daihatsu Materia) I would class as A-segment MPVs The Meriva, A-Class, Cube Cubic, Fiat Idea, the old bB/xB and Hyundai Matrix etc. I would class as B-segment MPVs The new Meriva concept is a 5-seat C-segment MPV, like the PT Cruiser, the new xB (Corolla Rumion), B-Class and Renault Scenic and Ford C-Max 3-row 7-seat C-segment SUVs are longer, and include the Zafira, Mazda5, Rondo, Grand Scenic and VW Touran, among others Above that of course are the D-segment (VW Sharan, Odyssey, Espace, S-Max etc), E-segment (Grand Espace, swb Sedona etc) and fullsize minivans.

I wouldn't even call the Groove A-segment, as that is too large a space without subdivision (anything under about 3.8 m, overlapping with B which begins at 3.6 m). I would class it as the A0 segment. A0: 3.2-3.6 m A (strictly A1): 3.4-3.8 m B:3.6-4.0 m It's more usual to eliminate the overlap and say: A0: 3.4-3.6 m cars like the 500, twingo and Panda. The Korean-market minicars were all restricted to less than 3.5 m in length, but that has been relaxed a bit, so the Groove would be wider and slightly longer—perhaps around 3.55 m long. The only 4-seat cars under 3.4 m are the Japanese Keijidosha, the Russian oka (hanging on by life support) and the licenceless (with 4-seats you need a motorcycle licence), speed-restricted voiturettes or quadricycles, so an A00-segment has not been necessary A/B: 3.6-3.8 m (commonly just A-segment now)-cars like the Nissan Micra, Yaris hatchback, Suzuki Swift and Daihatsu Sirion. The forfour was about this size. Strictly the wider models are B-segment and the narrower A-segment, but in any one market at any one they are usually all the same class. B/C: 3.8-4.0 m (commonly just B-segment now)-Fiesta, Polo, xD, Mazda2, Colt etc. Some new models like the Corsa and Accent are actually bigger than this (I am ignoring sedans which are usually about 200-400 mm longer).

I wouldn't say the Captiva is more efficient—it adds an extra row of seats by extending the rear overhang. The new crossovers being built in Canada are lwb models like the Equinox and Torrent. We'll see if GM sees the light and markets them as midsize so that people looking at the Edge and Highlander will consider them, or tries to sell them as compacts again to people who really want something smaller with a 4-cylinder (stupid stupid stupid).

Almost anything outsells the Park Avenue. It's the Excelle and Lova (Aveo sedan) that clean up for GM, with strong supporting roles from the LaCrosse, Epica and GL8. The Park Ave seems to big. despite all the fuss about Chinese buyers preferring a stretch—apparently they really don't. A Buick version of the VE would have done better. As a result we are likely to see a smaller rwd Buick developed for the Chinese market.

I thought I was defending my vision for the brands, not GM's current lineup. If we compare the two:

It's actually the Captiva which is smaller. While reviewers prefer the Antara's handling, buyers much prefer the Captiva for its extra space and lower price. It's proving quite popular. And the Equinox is being dropped. This will be a new Chevy crossover.

You're ignoring the fact that even Toyota offers three fwd sedans in $20-35K range—the Camry, Avalon and ES350. Include rwd sedans and that's 4 in China (and that doesn't include the Avalon). You don't think GM can do the same with just as many (wait, at the moment, it's more) sales? I'm not proposing three or four vehicles to compete with Camry. I'm proposing moving the Pontiac and Buick models out of Camry's path and killing the Aura altogether (if we must keep Saturn, let them have an MAV more like the Ford S-Max). The LaCrosse should be a true premium ES350/Avalon competitor in the US, with pricing to match. The rwd V6 Invicta is primarily for the Chinese market, competing with Toyota's Crown, but is a better choice than the big Lucerne for the US market as well (and the Crown may be offered there as well). The G6 would become a smaller, rwd sedan competing (as a Buick) with Toyota's Mark X/Reis in China and replacing the aging and now poor selling Regal (this may actually happen). As a smaller, more nimble offering it is far out of the Camry buyer's view, and will appeal to buyers without the budget for the big Invicta and more expensive luxury sport sedans.

A Corsa has a 1.6 Turbo and makes 189 hp.

And there is GM's real problem when it comes to marketing. No money. The sales are there to support the brands, given that development costs are largely incremental (the basic vehicle and powertrain must be developed anyway, so only the little that is required for a new body and suspension tuning is needed for each additional version). High legacy costs (which will eventually go away), and poor product positioning (which may not), even of good product, may not. It's not so much a problem outside North America (better positioning, not fewer brands is the reason), so it can be done.

I don't give info like this for free. Try browsing Honda's global press releases for the publicly released info.

Actually, it's easy, especially as a number are actually sub-segments of a certain price-level. Chevrolet-value price, economical family cars (a sub $20K 4-cyl midsize sedan) and light commercials. Pontiac- midlevel, $5K premium on a midsize sedan, sportier and perhaps smaller than a Chevrolet. (a lower-midsize sedan starting at close to $25K for a 4-cylinder). Buick-premium cars, a $10K premium over Chevrolet for midsize sedans (closer to $30K for a 4-cylinder, fwd upper-midsize sedan, and nearly $40K for a rwd 300 hp V6. Yes this means a smaller 300+ hp midsize Cadillac will start in the low $40s. So it should). GMC-midlevel and premium crossovers an SUVs, heavy-duty commercials. Hummer-hardcore offroad vehicles. Saab-small fwd luxury sport sedans (subcompact 9-1, compact 9-2, lower-midsize 9-3 and 9-4 crossover—dump the 9-5) Cadillac—larger rwd luxury sedans and SUVs (lower-midsize, midsize and large sedans, lower-midsize, upper-midsize and luxury [not offroad] large SUVs). Fleetwood—custom, low-volume and one-off Cadillacs built to spec. "Ostrich leather sir? No problem sir. An extra 3" rear legroom? No problem sir. If you'll just enter your swiss bank account number here sir?" Say that's 8 and I haven't even mentioned Saturn. Let's make it 9 then and make use of the Saturn franchise for experimental retailing and vehicle concepts—really a different kind of car company. More expensive "green" vehicles, plugin hybrids, smaller MPVs etc. Or just sell it to BMW for their "green" brand. I can even lay out a separate position for Vauxhall in the European market (a typically British luxury brand with big American engines, like Bristol, Bentley etc.). Of course I don't expect GM to really pull this off, they just could. That's an entirely separate issue. Blame dealers, current owners (I can hear the howls from C&G members about prices now), a lack of confidence (once bitten twice shy), and political shenanigans within GM from people like PCS.

Honda's new brand is not a secret, they've already officially announced they are going to do it. What's secret is the name and how far they plan to use it, which is why I get paid for this kind of information.

Umm, sales. On a segment by segment basis—G6 outsells Fusion, consistently. Hell it outsells Mlaibu half the time. The Grand Prix, while it was being run down no less, was still outselling the Taurus (both are heavily fleeted, so you can't claim "but Pontiacs go to fleets" there). If there is any difference it's Fords dominance of the commercial-vehicle market (Crown Vic-retail sales virtually non-existent; Econoline-why on earth do people buy such an old piece of crap; F-series etc.).While GMC takes up most of the retail truck slack, it's the dearth of product in key segments that is hurting Pontiac more than anything else. You're arguing in circles. They have no brand strategy, or if they do, they have failed to implement it. You can't criticize an unused strategy based on the too-clear failure resulting by not using it. The original brand strategy is still sound. What hasn't worked for the last 30-40 years is the complete abandonment of that strategy (at the insistence of dealers chasing volume I might add). Selling the same four products at the same price through 3/4 different channels makes no sense. A multibrand system which GM is supposed to have does make sense and can be supported. Volume and revenue are maximized for a given investment. There is certainly pricing room, although GM does not make use of it to maximize revenue and thus the potential advertizing dollar. GM's problems are not the number of brands or models, but the way they are positioned and the margin it makes on each. Cutting just gets you less money to work on the remaining brands. It would still need to sell just as many vehicles. Do you seriously think Chevy could sell over 800,000 Malibu's every year (the number of fwd Epsilon and W-body sedans GM sold in the US alone last year), or that the development cost for this one sedan will be really a fraction of the cost it is for the lets see, 2 Chevys (one rebadged as a Pontiac), 1 Opel/Saturn, 1 Buick and 2 Saabs it will develop? Extra models on the same platform are cheap, and quick to do. After the Insignia debuts this summer they will start dropping like hailstones. Hey, let's see, Toyota worldwide has more models than GM, for what is only now a similar number of sales. All that extra work really takes its toll on development eh? Wake up and smell the BS. Multibranding must be a bad idea, that's why Toyota has so many different channels in Japan, and keeps adding more in the US. Even Hoinda plans to add another brand to its lineup.

Think of it as a smart fortwo stretched to make room for two extra doors and a rear seat.

The Groove is actually smaller than a mini, nowhere near as big as an Aveo.

The one fatal flaw in the "too many models, too many brands" argument is the assumption that GM will have more money to advertise the remaining brands. It will not. Lack of advertising at Saturn and especially Pontiac effectively subsidizes Chevrolet. True, too many Pontiacs go to fleet, but the brand can consistently outsell Ford in the retail market when it has comparable product and the G6, despite its packaging deficiencies and age, still outsells the Malibu in many months. Take away Pontiac volume and revenue (which is a minimal development cost) and there isn't enough money to market what's left. You can't cut your way to success. GM's former stepladder branding strategy has not failed. It no longer exists. Is there any consistent difference between any of GM's brands? No. The new Malibu is the most expensive Epsilon sedan, not the cheapest. Which is the cheapest? Pontiac. All of GM's brands are priced too much the same, and usually much too low. Chevy should be the baseline brand, with the cheapest models. It is not. Pontiac should be a step up in price ($2-3K, not $3-500), offering better performance and style. Saturn should be "different", offering non-mainstream products like the Agila, Meriva and Zafira. It is not (even Opels may be too mainstream for the Saturn brand). Buick should be a premium brand, with true premium pricing to compete with Lincoln, Volkswagen and the ES350. It does not (it underprices Toyota too often at present). Cadillac should be going head to head with BMW and Mercedes. Instead it priced a full class down, with products that don't know whether they are fish or fowl (a 5-series class sedan priced below the 3-series, another which does not know whether it should be a 5-series rival or a bargain 7-series rival etc.). The current strategy is no strategy at all. It's hopelessly flawed. Is there any reason a LaCrosse can't be a luxurious sedan with a premium image well above the Malibu, even if they are both largish Epsilon sedans? Why not, Toyota does it with the Camry/ES350, the latter began life in Japan with Camry badges!! The lack of any true brand strategy is compounded by delusional thinking about what vehicle they are and should be selling. The Equinox and Torrent are not compacts. Selling a V6, midsize SUV as a compact is just crazy. Trying to fill the resulting gap by selling a fullsize crossover as a midsize model is just as stupid, no matter how good it is. The Rendezvous, which was a true midsize crossover, sold better than the Enclave does, even last year, and often better than the Acadia. How much better would a new midsize model sell if it was as good as the new fullsize crossovers? We may never know unless the new midsize thetas are actually priced and marketed as such (but still, no Buick to replace the Rendezvous as premium 7-seat midsizer). Despite what people think I don't see people still buying a 5-seat midsize Trailblazer (still consistently 10-14K a month) suddenly switching to a fullsize 7-seat Traverse. Tahoe buyers on the other hand … Have Buick's sales fallen? Yes, but when you factor in the loss of the Rainier, Rendezvous and Terraza, it's not so bad. The unsurprising lack of demand for a fullsize family car like the Lucerne (even without $3+ gas) more than accounts for the rest. While I'm ranting, note that the G8, with a more powerful V6, and a 5-speed instead of a 6-speed auto, gets almost the same mileage as the Malibu (same in the city and just one less mpg on the highway). swap the 5-speed for a 6-speed and voila! Just as good if not better mileage from a rwd as a fwd car. Somebody done be lying to you missah Lutz. Take a leaf from Toyota, rework the G6 as a lower-midsize rwd model like the G35 and Mark X (but with 4-cylinder engines—the new turbos will provide more than adequate performance), and sell it as a Buick Regal in China and a Pontiac Tempest/Ventura in the US. Add a 4-cylinder to the LaCrosse in the US for economy (the Chinese will get a 2.4 L 6-speed which will account for 90% or more of sales), and dump the PA/Lucerne and merge it with the G8 to create a new Invicta, a premium V6/V8/hybrid to rival the Toyota Crown (which outsells the PA by more than 10:1 in the V6 sedan segment in China and may soon arrive in the US as well).

Ahh, no. The Captiva is swb, 4-cylinder, the Equinox replacement is lwb, V6. Different sizes. This is being called neither Equinox, nor Captiva.

I've seen this before somewhere.