My Ideal Lineup *NOW INCLUDES ENGINES AND PLATFORMS!* 1/12/06

[toronado10]

Originally Posted by AmericanRevolution

Added IAMCANADIAN's Oldsmobile thread!

Nice.

[AmericanRevolution]

I am doing a "reorganization" of the GM engines, platforms, and brands for a more streamlined product offering with less overlap and less cost.

NOTE: Until GM sells or axes its brands OFFICIALLY and it's been DONE, not planned (Saturn, Pontiac, etc), I'll still be listing them and doing their lineups as GM products.

[t-rex]

Originally Posted by AmericanRevolution

I am doing a "reorganization" of the GM engines, platforms, and brands for a more streamlined product offering with less overlap and less cost.

NOTE: Until GM sells or axes its brands OFFICIALLY and it's been DONE, not planned (Saturn, Pontiac, etc), I'll still be listing them and doing their lineups as GM products.

I'm putting the finishing touches on my "GM2010" project. After endless fettling, shuffling, and reorganisation, we've finally come up with a killer scheme.

It's an "alternate history" of sorts, broken down into three phases.

First phase is the 1982-1992 period, where there's only a few minor product differences. Suzuki never enters the US market, but GM sell various Suzuki products under various GM brand names. Geo never happens, nor does the silly Canadian Asüna fiasco. Saturn as we know it never happens. In this scheme, GM realise by 1986/87 that the Japanese are taking bigger and bigger chunks of its market share, and plan a complete overhaul of GM's product lineup. The renaissance begins in 1992.

The second phase is GM's renaissance, beginning MY1993. It entails the introduction of all-new platforms and all-new powertrains. Between 1993 and 1997, all old platforms are phased out, or heavily revised to perform new roles.

They are as follows:

GM-Z, compact, replaces primarily J-body
GM-E, midsize, replaces A-body, L-body, N-body, and some W-body
GM-K, fullsize FWD, replaces C-body and H-body
GM-V, midsize RWD developed with Holden. NOT GM2800.
GM-D, long-wheelbase GM-V
GM-W, modified for AWD capability and serves as basis for pioneering "Crossovers" around '97/'98.
GM-B, BOF fullsizers
GM-U, minivans
GM-M, RWD vans
GMT-300, compact truck
GMT-600, fullsize van
GMT-800, fullsize truck

The F-bodies will eventually be folded into the GM-V family, and there will also be specialty products like the Corvette. I've also kept the Fiero around, redesigned and re-engineered.

GM never acquire Saab. It's picked up by PSA or Renault or who cares. All that's important is that it's not part of GM. Well not exactly...

Inspired by the old rumours that GM had planned an "Aurora" division, I've followed suit, but named it "Saturn" to tie in to Oldsmobile's "Rocket" theme. With no plasticmobiles ever being born, I believe the name is strong enough to serve as an upscale brand. These Saturns are all Auroraesque in their design, and compete with Audi, Saab, and Acura in the market. GM planned to phase out Oldsmobile, but because of public outcry, not to mention the threat of massive litigation from Oldsmobile dealers, GM redefine the brand.

Buick, Chevrolet, and Pontiac have become sort of "international" in theme, not copies of imports mind you, but with lineups aimed at market segments that were more or less defined by imports. Additionally, the fullsize models gravitated to the RWD GM-V platform, leaving a gap for the crucial Snowbelt buyer who prefers FWD, and often a large FWD, product. So instead of the stupid idea of creating an import-oriented Olds, that brand becomes the "traditional big American car" division of GM. Sales will never touch the Cutlass Supreme/Ciera heydey, but overall volume will be sustained by GM heavily pushing Oldsmobile as its "fleet" division. It'll kill Oldsmobile residuals, but the brand will survive, and this new position will allow the other GM brands to flourish. Dealers are happy. Olds fans are happy. And except for lower trade-in values, customers are happy.

Here's most of the new products that would arrive during this 1993-2000 "Renaissance" period.

GM-Z
101" wheelbase
1993 Buick Skylark - looks more Bolero than the ugly N-car model
1993 Chevrolet Cavalier - styling closely follows the '95 redesign
1993 Pontiac Sunbird - thinly disguised Cavalier sedan
1993 Pontiac Sunfire - think of a refined '95 Sunfire...
1996 Saturn SL - not the Saturn SL we know, but more like an Acura Integra (with Aurora styling cues of course!)
1998 Chevrolet Tracker - crossover to battle RAV4/CR-V

GM-E
106" wheelbase
1993 Buick Century - moves a bit upscale
1993 Buick Regal - coupe derived from Century
1993 Chevrolet Malibu - Camry-fighter
1993 Chevrolet Monte Carlo - sorry fans, this is just a Malibu coupe
1993 Pontiac LeMans - swoopy, sporty 4-door sedan with semi-fastback roof
1993 Pontiac Grand Am - coupe version of the LeMans
1993 Pontiac Profile - Firebirdesque 2+2 hatch to battle Ford Probe et.al.
1994 Cadillac Catera - it's no Cimarron! It's a true baby Caddy, not a tarted-up Chevy.
1994 Saturn SM - Camry-sized Aurora!
1995 Saturn CM - coupe battles the Acura CL

GM win back the midsize car market with these huge-selling products.

GM-K
114" wheelbase
1992 Cadillac DeVille - '94 redesign appears two years earlier
1992 Cadillac Eldo, Seville
1994 Saturn SQ - 1st Aurora
1996 Cadillac DeVille - actually the '00 redesign
1996 Buick LeSabre - styling more like 97 Century/Regal
1996 Oldsmobile Allure - inexpensive LeSabre-sized fullsizer

GM-U
1997 Chevrolet Venture - Olds and Pontiac versions dropped
1997 Buick Terraza - gets unique front clip, luxury interior to battle Chrysler T&C
1999 Buick Rendezvous - arrives a little early

GM-W
108" wheelbase
1997 Oldsmobile Cutlass - redesigned with crisp, boxy styling
1997 Chevrolet Traverse - groundbreaking midsize "Crossover"
1997 Saturn XM - upscale crossover with Aurora styling cues
1997 Pontiac Aztek - same concept, better execution!

GM-V
110" wheelbase
1995 Buick Riviera - front styling similar to G-body, but totally different aft of A-pillar!
1995 Pontiac Grand Prix - '97 model but RWD!
1996 Cadillac Seville - returns to RWD!
1996 Chevrolet Impala - thinly-veiled Holden Commodore VT
1998 Saturn CQ - production version of Alero Alpha concept
2000 Chevrolet Camaro - first "retro" redesign
2000 Oldsmobile Cutlass Supreme / 4-4-2 - retro styling harks back to '68-69
2000 Pontiac GTO - Firebird is dropped for this 2+2 sports tourer

GM-D
117" wheelbase
1996 Buick Invicta - very similar to XP 2000 concept
1996 Cadillac Senator - LWB Seville with unique rear styling
1996 Chevrolet Caprice - thinly-veiled Holden Statesman
1996 Pontiac Bonneville - LWB Grand Prix with unique rear styling

GM-B
1991 launch was a little different. All models launched simultaneously, except Caddy Fleetwood, which appears in '92. Olds98 moves to B-body. C-body 98 launched as "Eighty-Eight Supreme".

1996 Oldsmobile 88 - becomes cheap fullsizer as Caprice moves to GM-D. 98 dropped. Styling totally different from outgoing Caprice.
1998 Buick Roadmaster - Coke-bottle styling echoes '97 G-body Park Ave.
1998 Cadillac Fleetwood - total redesign with crisp, squared styling

The truck and van lineup is virtually intact, except with a few changes. The entire GMT300 line is launched in '94, including the SUVs. GMC adopts the boxier Brazilian S10/Blazer styling for the Sonoma/Envoy, and the Jimmy name moves to the 4-door Suzuki Vitara (Chevy only sells the convertible). The Bravada gets more specific front styling treatment. There's no Isuzu Hombre.

Cadillac goes through with its large SUV, so the Escalade appears in '97, and there's no GMC Denali, though a few Denali styling cues find their way to Yukons. The Denali name will appear on a later Cadillac product.

GM continue to sell Suzuki products. The X-90 arrives as the Chevy Sidekick, and the Esteem replaces the Metro in '96, but the hatch version continues the Metro name.

[t-rex]

Phase 2, part 2.

Aside from products, there are huge changes at GM, inspired of course by recent events. Though I'm amazed that 10+ years ago I had ideas that are today coming to fruition...

In 1997 Rick Wagoner is thrust to the helm of GM. But here, he's a visionary, not a schmuck. He envisions a truly global GM, with most of the company's brands entering global markets.

He quickly forges an technical alliance with Fiat, where the two companies would share development of platforms and powertrains, building on each other's strengths, and compensating for weaknesses. Fiat would bring to the table its expertise in small-car design, small-capacity engines, Diesels, and flexible platform design. GM teach Fiat how to build a decent big car, and GM engineers will focus on larger-capacity engines, trucks, SUV's, HVAC systems, automatic transmissions, and other areas where GM excels.

GM will be responsible for the larger vehicle platforms, some of which are solely for GM's use, while Fiat join forces with fellow small-car expert Suzuki to develop the next millenium's small-car platforms and engines.

Wagoner sees a fly in the ointment to his "global Chevrolet" scheme: Opel. He shocks the world in January, 2000 by spinning Opel/Vauxhall off. Fiat become the majority shareholder with GM and Magna holding small shares. Within months, and with the cash from the Opel sale, Wagoner snaps up struggling Daewoo, who had bitten off more than it could chew with its audacious global expansion. Dissatisfied with Daewoo's lacklustre products, Wagoner decides to simply use Korea as a production base for GM designs, and scuttles all the Daewoo products except the Matiz/Spark.

GM acquire a few of Daewoo's global production facilities, notably those in Poland, India, Vietnam and Uzbekistan. This is primarily to gain access, or expand operations, in countries that are closed to imports, or where imports carry punitive tariffs.

Meanwhile, Fiat embark on entering the crucial North American market, and decides to do this with its Opel brand; and will eventually push Opel globally, with Fiat being primarily for the European and Latin American markets. In North America, Fiat reach an agreement with Isuzu to use that company's dealer network, with plans to expand it later. By late 2001, Fiat have taken over Isuzu's passenger-car operations in North America, Southeast Asia, and South Africa. Isuzu then concentrate solely on its lucrative truck business. In certain markets, notably those where Isuzu has a presence, Opel and Isuzu will become paired, with Opel selling cars, and Isuzu the SUVs and pickups. In markets where Isuzu is not represented, the latter products will be branded as Opels.

Fiat begin planning a complete overhaul of its other brands. Alfa will return to its classic RWD formula, while Lancia will be pushed upscale into Mercedes territory. Maserati will become more of a volume manufacturer, and sharing its platforms with Cadillac, will tackle the upper-end of the Benz/BMW market. Outside of Europe and Latin America, the Fiat brand will adopt a "niche" role, selling funky little Italian Jobs alongside the conservative Opels.

Suzuki, never having entered the US market, plans a 2003 attack, with three unique products specifically designed (by GM) for the North American market. In late 2001, Suzuki take a controlling stake in Malaysia's Proton. Suzuki plan a global two-brand assault with these two brands. The Suzuki brand will maintain its reputation as maker of quality small cars, focusing on A- and B-segment products, as well as SUV's. Proton will be primarily C-segment and larger products, but no SUVs, only cars and MPVs. Protons would be sold as Suzukis in markets where the company will focus on selling the larger models, namely North America and the Middle East. The original GM-designed N/A Suzukis would gradually be phased out in favour of Proton designs (and the Kizashi!).

In Phase 3, we see all the new platforms replacing the "renaissance" platforms. Magna will build several new assembly facilities in North America to build the new generation of products, but only a few GM facilities will be closed as a result. Many of the new plants will be producing products that will be exported globally, as North America becomes an attractive manufacturing base, especially for European firms.

Helping things will be the Automotive Free Trade Area of the Americas act, which takes effect 1 January, 2005. The car-making countries of this hemisphere will have free trade regarding cars and components, and several companies take the opportunity to use the US as a manufacturing base for export to the rapidly-growing Brazilian market. And before some of ya start ya bitchin', remember, Brazilians buy mostly small cars, and we buy mostly large cars, so there won't actually be that much trading going on. We'll ship midsizers and SUVs to Brazil, and we'll buy a few small cars from them. A significant number of Alfas, Lancias, Fiats, and Opels will also be headed from American plants to Europe, and other destinations around the globe, either in fully-built-up form, or in CKD form.

GM plants in Ecuador and Colombia are bought by Suzuki, who use them as a production base for products to be sold primarily in the MERCOSUR. GM's assembly plant in Venezuela becomes a fully-fledged manufacturing plant, and will build a global small van for GM.

The final phase in Wagoner's vision is to assault the growing markets in developing nations, namely the former Soviet Union and the ASEAN region. Following Toyota's suit, GM do Brasil will develop several products specifically tailored to the unique buying needs of emerging nations.

Phase 2 primarily focused on GM maintaining its position in its home market. Phase 3, beginning in MY2003, is an all-out assault on the planet.

The chickens is comin' home to roost, y'all!