thegriffon

You'll note that BPG still sells just as many cars globally as Opel/Vauxhall, despite a relative lack of investment in new models.

That has nothing to do with "planned obsolescence". Planned obsolescence is getting you to buy a new car every 2-5 years because the new one looks better, has a more powerful engine etc. etc., when the old one still works just fine. The old model becomes obsolete, not worn out. Yearly styling changes were all about planned obsolescence (just like last year's cell phone, iPod, laptop or wardrobe), not a lack of durability. Of course such frequent model changes really hammer the value of older models, until a perfectly good car is worth more as scrap than as a running vehicle (it still happens today).

BMW and Mercedes are already regularly fined for not meeting CAFE, and the penalties are just passed along to the consumers, who have been willing to pay the cost and more.

Y'all are being panicked about nothing. Rick Kranz has a better explanation in an Automotive News article: http://www.autoweek.com/apps/pbcs.dll/arti...p;rssfeed=rss01 The 150 hp drop was purely used to as an example to demonstrate the effect of lowering the weight on performance. No hp or engine size targets have been set. Instead Tom Wallace, vehicle line executive for the Corvette, says the aim will be to maintain performance standards but improve economy, probably by cutting weight, which could allow the same performance numbers from a smaller, less powerful engine.

The family says pneumonia apparently, in which case he should have been in hospital.

What is more the fuel economy of dual-fuel vehicles is not the average. It's more like half the average. A dual-fuel vehicle getting 15 mpg on E85 and 17 mpg on gasoline would be calculated as follows: For E85 15 mpg becomes 15 m per 0.15 gallon of gasoline (other alternative fuels get the same credit, no matter what the percentage of gasoline or diesel), or 100 mpg. the dual-fuel economy is then 1/([0.5/100]+[0.5/17])=29.06 mpg, when the average would be 58.5 mpg. Two CAFE ratings are then calculated—the CAFE including the dual-fuel calculation and the CAFE calculated using gasoline or diesel only. The credit gained under the former is then limited to 1.2 mpg more than the latter (dropping to zero by 2020). In our example if a manufacture only manufactures dual-fuel vehicles getting 17 mpg on gasoline and 15 mpg on E85, then the CAFE would not be 29 mpg, but just 18.2 mpg.

They get the HHR now and will get the Camaro as well. What is more in the near future the Daewoo-built Chevrolet's and North American models will be the same.

Sorry GM4Life, doesn't work that way. Section 32906 of title 49, United States Code, is amended to read as follows: ‘‘§ 32906. Maximum fuel economy increase for alternative fuel automobiles ‘‘(a) IN GENERAL.—For each of model years 1993 through 2019 for each category of automobile (except an electric automobile), the maximum increase in average fuel economy for a manufacturer attributable to dual fueled automobiles is— ‘‘(1) 1.2 miles a gallon for each of model years 1993 through 2014; ‘‘(2) 1.0 miles per gallon for model year 2015; ‘‘(3) 0.8 miles per gallon for model year 2016; ‘‘(4) 0.6 miles per gallon for model year 2017; ‘‘(5) 0.4 miles per gallon for model year 2018; ‘‘(6) 0.2 miles per gallon for model year 2019; and ‘‘(7) 0 miles per gallon for model years after 2019.

There will be no new G6 until the first EPII Chevrolet arrives (2009/2010), since they will be the same car at last intelligence.

Not yet, but the EU is planning to impose CO2 limits that will be fuel economy standards by proxy. Smaller cars elsewhere have been encouraged by high taxation on fuel, increasing tax and registration charges on larger cars, particularly with engines above 2.0 L (the French socialist government after WWII deliberately killed their luxury car industry), extra privileges for drivers of the smallest classes of cars etc.. These incentives have increased in recent years with added charges for CO2 emissions (steep annual charges for higher CO2 emission brackets, congestion charges for vehicles emitting more than a minimum CO2 emission rating etc.).

I really think it they need more capacity they will build more Astras (or Zafiras) in Sweden to free capacity in Poland for Chevrolet. NA is a better source of cars for Chevrolet Europe than Germany or Sweden (all to do with cost).

Bear in mind also that Toyota probably builds more different models than GM, and sells a wider variety in more markets.

you're not converting 50.4 gallons, your calculating how many miles you'll go on a smaller US gallon.

Pontiac's heritage is simply as a mid-range offering, positioned between Chevrolet and the premium brands such as Buick and Cadillac. Sort of where Opel is today, where Saturn should be heading (although it is still value-priced), and what Holden will be reduced to when Chevrolet takes over the value models. As such Pontiac should also be priced noticeably higher than Chevrolet, instead of offering the "value" model as it does with the G6. As for performance, Pontiac was early on promoted as "Chief of the Sixes", and the Pontiac "Speed Lines" (horizontal metal strips running along the hood to evoke streamlining) were an early feature. The original GRand Prix, the Tempest, GTO, rope drive, the OHC six, drilled and acid dipped bodies are all key elements of the Pontiac mythology. Now, if prices are increased for Pontiacs, as they should be in line with GMC, then perhaps sales will drop closer to Saturns, but even so I think it will be quite a while before Saturn can replace Pontiac as GM's primary mid-level brand in North America, and even then it would leave BPG without adequate small cars (even more so than at present). Kill the G6 (too close in size to the LaCrosse, too close in price to the Malibu), Kill the G5 (too much a Cobalt clone), and turn it into a dedicated, hardcore performance brand, offering the kind of lightweight stripper cars (a la 911 RS3) that would not be suitable for Cadillac, but using the almost everything else from the Cadillacs except the distinctive sheetmetal. A fresh, lightweight, clean but attractive body on the unaltered Cadillac shell (emulating the Corvair Corsa, early Grand Prixs and 2002ti). Simple spartan interiors like classic Ferraris in any color as long as it's black and tan, with lightweight seats etc., minimum sound deadening, and no frills except basic A/C, power windows (which are probably lighter and cheaper), Onstar and Stabilitrak. few factory options and no lengthy packages, just enough to build volume without encroaching on Cadillac. Add options you couldn't really offer on a Cadillac (rear seat delete for a coupe, ultra-thin sport seats and rear bench etc.). No V6s, just 4-cylinder gasoline and diesel engines, basic high-economy versions and high-output turbos. Sell the top-level turbos alongside Cadillac outside NA as the "tuner" version (for more money, not less). Solstice 2-seat coupe and roadster. Ventura compact sedan and coupe (if you want a cabrio get the fwd Astra or more luxurious Cadillac AT1). 1.6 and 2.0 L turbos, 150–300 hp, 1.7 L diesel Tempest lower-midsize sedan and coupe (the stripped down BT3 family car). 1.6 and 2.0 turbos, 2.4 GDI and 2.0 diesel. That should satisfy CAFE, provide extra volume for Alpha, avoid encroaching on either Saturn or Cadillac, and not cost too much money (no new body structure or powertrains).

Sure, that's three versions instead of just one, but there is no need for it to be anything more than changes to exterior sheet-metal (just like the 9-3/BLS) and new instrument faces, vents and center console. The Chinese Buick and American Pontiac models need even less differentiation (wood instead of metal-trim inside, new badges, new grille, less sporting buckets). What you spend on the design and tooling you gain by spreading development over a wider range of products without spreading Chevy too thin.

The European and Korean products Holden has offered have all failed (the real reason for Holden's eroding market share), and yet it's the Commodore, the only GM car anywhere to beat Toyota on a level playing field that is being made the scapegoat. The Vectra—expensive; the Epica, well recieved and cheap enough, but still not selling; the Malibu, no RHD, possibly too big. The Astra—too expensive and no sedan; the Barina—disastrous NCAP score; Viva—outclassed; the Trailblazer, MIA, no diesel; midsize crossover, MIA. What makes you think a colapse of market share after neglecting Pontiac will stop them blaming the continued existence of Buick, GMC, and eventually Saturn ("The Saturn badges cost too much, we must instead allocate $3 billion on introducing the Opel brand!!!"). Pontiac should not die when key models still outsell rival Fords. Higher-volume Pontiacs should be used to amortize the costs developing rwd platforms for A- and B-Series Cadillacs, and underpin the premium value of Chinese Buicks (Excelle and Regal), just as Toyota uses JDM models to subsidize development of exports. Is this really so difficult to comprehend?

WTH has GME got against Zeta? I can understand PCS not wanting a rebadged Holden to replace the GP, but so what? Surely it's better than a rebadged Chevy (or nothing at all). And anyway how does that effect GM Europe? What competing European program gets screwed over so GMNA gets a more flexible rwd program (cheaper seems debatable if it had to be reworked by GMNA)? A house divided against itself cannot stand—having people working on the inside to eliminate brands purely out of malice and spite is industrial sabotage, pure and simple. GM cannot afford such actions. They are cutting of their nose to spite their face (especially if it involves killing Pontiac to starve Holden of product funding). If this were about Zeta being too expensive, too heavy or not flexible enough, then fine. But the way PCS puts it this is purely malice and he and others with the same motivation should be summarily dismissed and every program they have championed or undermined put under review.

The installed user base and infrastructure changes required are too large, as you well know. Some countries switched from one to the other in the early days of the automobile, but it's too late now for most.

1 UK gallon is 1.200950 US gallons so 50.4 mpg UK is 42 mpg US. and of course it is not the EPA highway test.

MCE. The gallery still shows the old American style nose.

Even if you spend $20K per vehicle on the RHD, at $70K+ … kaching!!!

I would imagine the Rodeo is one of the last things they'll switch to Chevrolet, unless they establish a separate dealer network (again), and offer the Chevy Colorado in one and the Holden Rodeo in the other (a la Chevy/GMC). Now GMC they've considered for Australia too.

It is, which is rather odd, because it originally looked just like the American Colorado (in fact half the photos on the website still have the American-style nose). http://www.chevroletthailand.com/corporate...ado/gallery.htm

I don't think you quite grasp the pricing structure in Australia. There is a vast gulf between the most affordable cars and luxury brands such as BMW and Mercedes. Bear in mind the the $A is hovering close to $US0.90. Midsize sedans: Hyundai Sonata 2.4—$26K (Chevrolet) Epica 2.5—$28K Mitsubishi Galant V6—$29K Toyota Camry 2.4—$29K Ford Mondeo 2.3—$30K Dodge Avenger 2.4—$31K Chrysler Sebring 2.4—$34K Nissan Teana V6—$35K Ford Falcon I6—$35K Toyota Aurion (Camry) V6—$35K Holden Commodore V6—$35K (the Value model, more like $40K in regular trim) Honda Accord V6—$38K Hyundai Azera 3.8—$43K Holden Calais V6—$45K Holden Calais V8—$50K Mazda6 2.3—$40K Citroen C5 V6—$50K Subaru Liberty 3.0—$53K VW Passat V6—$55K Peugeot 407 V6—$56K Saab 93 V6—$71K Peugeot 607 V6—$73K Lexus ES300—$75K Alfa 159 V6—$80K Jaguar S-Type—$90K Cadillac CTS—??? Lexus GS300—$95K Citroen C6—$102K (109 for the diesel-just crazy pricing) Audi A6 3.0 TDi—$100K BMW 530i—$114K (a 335i coupe is $109K) As you can see, even if Chevrolet takes over the Aveo, Optra and Epica from Holden, leaving Holden with the Corsa, Astra, Insignia/Torana and more expensive Commodores (the V8s are still popular); there is plenty of room between the Calais and the CTS for a 4- and 6-cylinder LaCrosse to slot in, even below the smaller 9-3 (I would suggest a 2.4 at say $48K, a 3.6 at just under $70K and a 2.9 CDTi and 2-mode between $75 and $80K). There is also room for a lwb Chevrolet Theta from $40K (where the Captiva tops out), a Holden Acadia at $65K and an Enclave at $80K (all of which Holden really needs).

It's actually the Asian Camry (see toyota Thailand, which got it first, and Guangzhou Toyota) with the American Camry's V6, but sshhh, don't let the Aussie press know that, Toyota wants them to think it's all Aussie.