Posts tagged ‘Opel’


October 2022 gallery

01.10.2022

Here are October 2022’s images—aides-mémoires, photos of interest, and miscellaneous items. I append to this gallery through the month.
 

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July 2022 gallery

02.07.2022

Here are July 2022’s images—aides-mémoires, photos of interest, and miscellaneous items. I append to this gallery through the month.
 

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May 2022 gallery

02.05.2022

Here are May 2022’s images—aides-mémoires, photos of interest, and miscellaneous items. I append to this gallery through the month.
 

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February 2021 gallery

08.02.2021

Finally, let’s begin the February 2021 gallery!

 
   All galleries can be seen through the ‘Gallery’ link in the header, or click here (especially if you’re on a mobile device). I append to this entry through the month.

Sources
Katharina Mazepa for Guess, more information here.
   Financial Times clipping from Twitter.
   Year of the Ox wallpaper from Meizu.
   American English cartoon via Twitter.
   Doctor Who–Life on Mars cartoon, from Pinterest.
   Dr Ashley Bloomfield briefing with closed captioning, found on Twitter.
   South African version of the Opel Commodore C: more at Autocade.
   Chrysler–Simca 1307 and 1308 illustrations: more on the car at Autocade.

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GM’s Holden to abandon C and D car segments, delivering them on a silver platter to competitors

23.01.2020


Stuart Cowley for Lucire

I haven’t spoken to Holden New Zealand to see if we’re following suit, but as far as Australia’s concerned, 2020 will be the final year for the Astra and Commodore, as Holden transitions to selling only trucks (utes) and SUVs.
   Here we are, with its most competitive C- and D-segment models for a long time, and Holden decides to abandon them.
   New Zealand did briefly chart its own course recently with the Holden Spark, which it secured supply for even after its cancellation in Australia, but it’s unlikely to depart from what’s happening in Australia.
   Beyond the obvious question of ‘What will the cops drive now?’ it’s a sad development for a brand that’s been part of the Australasian motoring landscape for decades, even before 1948 if you count the Holden coachbuilt bodies before the war.
   Holden points to the rise in truck and SUV sales and the decline in passenger car ones, and, unlike Ford, it can’t blame a lack of marketing for them—over here, it’s been fairly consistent in promoting each one of its lines.
   Over in Australia, Holden sales collapsed when domestic production ended, but in New Zealand, where we have no such allegiance to ‘Buy Australian’, I saw some reasonable sales’ figures for the Opel Insignia B-based Commodore. And it is a good car.
   The chief reason, I imagine, is that after GM sold Opel to PSA, which seeks now to merge with FCA, it didn’t really want to buy cars off a competitor. And PSA really didn’t want to be paying royalties off each car it sold back to GM. Basically, the supply chain ain’t what it used to be.
   By 2021, PSA will launch a new Astra based on a platform to be shared with the third-generation Peugeot 308, and Insignia B’s days are numbered, too, as it transitions that to a PSA platform (if PSA doesn’t just cancel it altogether). GM would earn nothing from this 2021 model, so there would be no point going forth with it.
   GM has also killed off the Cruze in Korea, the US and México, leaving Argentina the only country that still makes it, so it wasn’t as though it had anything else in the C-segment that it could bring in to Australasia. Many of its Chinese-market models are on the GEM platform, regarded as too basic for our needs, and there seemed to be little point to getting them complied with our standards or having them engineered for right-hand drive. Basically, there isn’t an alternative.
   This frankly strikes me as all a bit defeatist, not unlike Ford’s decision to kill off all passenger car lines (bar Mustang) in the US a few years ago.
   Toyota will have you know that the C- (Corolla) and D- (Camry) segments are doing quite well for them, and they are quite happy to pick up some conquest sales from the Americans.
   I’m not sure if ‘We’re not doing that well there. Oh well, let’s give up,’ is much of an attitude to adopt when certain segments could reignite as consumer tastes shift. And if one really wanted to compete—if there was a will—then one could.
   What I fear is that GM isn’t Mystic Meg and even though my previous post was in jest, there is a serious point to it: people might wake up to the big frontal areas and poor aerodynamics and high centres of gravity and general irrelevance and inefficiency of the SUV for everyday use. I mean, I still can’t reconcile people complaining that petrol prices are too high while sitting in a stationary SUV with the engine on awaiting someone, anyone, to leave a spot so they can park right outside the shop they wish to go to. While claiming they are concerned about the planet. I have a C-segment car because I do think petrol is expensive. And even if you had an electric-powered SUV, you’re still affected by the laws of physics and your charge won’t go as far if the aerodynamics are poor. I thought we got all these lessons in the 1970s and 1980s.
   Just as I warned that killing Plymouth was a mistake for DaimlerChrysler—because recessions can come and people want budget brands—I question whether becoming the vendor of ‘Australia’s own truck’ is a smart tactic. There are some segments that have a base level of demand, or so I thought.

Of course, this leaves PSA to do the inevitable: launch Opel as a brand in this part of the world.
   Opel CEO Michael Lohscheller said as much when PSA bought the firm, and while his eyes were probably on China, they could apply equally here.
   I realize Opel flopped in Australia when an attempt was made a few years ago, but unlike Australia, Opel has a reasonable history here, with its Kadett GSis and a full line of Vectra As sold in the 1980s and 1990s. Kiwis know that the Opel Vectra and Holden Vectra are part of the same lineage. And I have to wonder if the brand, with its German heritage, would do well here.
   Imagine the scenario where Opel launches here in 2022 with not just Astra and Insignia (because Kiwis love their D-segment wagons, unlike the UK), but with the Crossland X and Grandland X as well.
   They’d have the goodwill of the Astra name (just as GM predicted), and there may be enough Kiwis who have positive impressions of their Vectra As. Even our family one sold recently to a South Islander after my friend, who bought it off me, decided to part ways with it. Mechanics still think highly of the Family II units those cars had.
   And somehow, I think being independent of GM is a good thing in this case—no conflict of interest, no wondering whether Mokka might cannibalize Trax, resulting in stunted marketing.
   The new design language is looking sharp and I think it would find favour among New Zealanders who are currently buying Volkswagens and Å kodas. They’d also be a darn sight more reliable, too.
   If you’re thinking the market is too crowded, remember VW didn’t think so when it determined SEAT could have another crack in the late 2010s.
   I can’t be alone in thinking this—certainly Australian media were speculating if Inchcape could bring Opel in to their country this time last year. Who’ll take it on?

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Replacing Po.st with Addtoany, outside of Wordpress

17.01.2020

Some of you will have noticed that Po.st went out of business, so all the Po.st sharing links disappeared from our websites.
   The replacement: addtoany.com offers a similar service without the hassle of header codes. Just customize at their website, grab the code, and insert it where you want it. It’s now on the main Lucire website, Autocade (at least on the desktop version), and this blog (desktop as well). Strangely, the plug-in for Wordpress didn’t work for us, and the HTML code with Javascript is far more practical.
   There are fewer customization options but it’s a remarkably quick and handy way to replace the old code.

Despite providing a sharing gadget, I wonder how much I’ll use one. It’s been seven days since I last Instagrammed and I don’t miss it. Granted, something major happened in my life but organic sharing had been dwindling through 2019, and if their algorithms aren’t providing you with the dopamine hit that you seek, and you’re unlikely to pay for it like a junkie (which is what Facebook wants you to do), then you have to wonder what the point is. It might, like Facebook, just become one of those things one uses for work—and that’s not something I could have predicted even a year ago.
   I see Twitter is introducing features where responses can be limited by the user. The logical outcome of this is Tweets that are directed at limited audience members only, maybe even one-to-one. That looks remarkably like email. And these days I seem to be more productive there than I am on any social network.

With a fresh browser to kick off the year, I surfed to the popular page listing at Autocade. Unsurprisingly, there is some grandfathering going on: the first pages added in 2008 have had more views than the latest pages. That much is logical.
   But if there’s a model line page in the top 10 that wasn’t first authored in 2008, that would be, at least to me, interesting. That honour goes to the 2010-authored page on the Opel Astra J, at over 21,000 views.
   Once upon a time, the Nissan Bluebird (910) page was top among the individual model lines, thanks to a link from Wikipedia. It’s since slipped to third, after the Ford Fiesta Mk VII and Nissan Sunny (B14). The Toyota Corolla (E100) page, once in second place, is now fourth, followed by the E120. The Ford Taunus TC, Taunus 80 and Cortina Mk III are sixth, seventh and ninth respectively—all 2008 pages. The Opel Astra J, coming in at eighth, is an anomaly among the top 10. (The Renault Mégane II finishes the top 10.)
   Something’s driving interest in this model, and I’m very happy it is.

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Healthy jump in Autocade traffic for home-page entries

24.12.2019

Some interesting traffic patterns at Autocade. At the time of writing, two models have been added: the Audi A2 and the Daimler DE36. They’ve netted 5 and 2 views respectively, which is what you’d expect for new pages.
   The last significant updates, when models were added, took place on December 13. The last model added was the Toyota Corona Mark II (X10), which has amassed an incredible 1,409 views. I would expect around 100–200 for a page of its age. Here are the views of the latest 20:

Audi A2 5 views
Daimler DE36 2
Toyopet Corona Mark II (X10) 1,409
Opel Fiera 689
Opel Olímpico 699
Opel Rekord C 1,776
Opel Rekord B 1,051
Morgan Plus Six 690
Lancia Lybra 1,075
Hyundai Veloster (JS) 127
Kia Seltos 190
Kia KX3 (KC) 118
Hawtai Lusheng E80 114
Hyundai Veloster (FS) 115
Lincoln Corsair 106
Perodua Nautica 108
Perodua Aruz 177
Perodua Axia 188
Perodua Myvi (2017–) 161
Volkswagen Golf VIII 154

   Not that I’m complaining one little bit, but the figures for the third to ninth entries are anomalous; the subsequent ones are where I’d expect things to be. The Lancia Lybra link has had some social activity and the Opel Rekord C page is quite well linked on Autocade, so potentially people (or spiders) have hit it, but that doesn’t explain the 690 for the Morgan Plus Six. The Toyopet remedied an old 404, but again I’m surprised at the figure.
   To whomever has been visiting this much, I do thank you. We may crack the 18 million mark before 2019 is out, and we’ve netted a million page views on Autocade in record time. More on that after we get the next 14,000 page views.

Incidentally, the Po.st sharing gadgets across all our sites are down. Anyone else?

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Another milestone: 16 million page views for Autocade

02.06.2019

Looks like the viewing rate has picked up again for Autocade despite a relative lack of updates over the last six months (in no small part due to our move). Tomorrow it’ll exceed 16 million page views.
   Some of the last few entries have been about filling in gaps: the Renault Clio V is out, yet only entered into the database on May 29; the Singaporean Holden Calais (and corresponding Malaysian Opel Calais) the day after, with Autocade possibly the only website which corrects another well propagated error by Wikipedia on this car; the fifth-generation Toyota RAV4, which made its motor show appearance over a year ago; and the Nissan 180SX of 1989.
   Autocade doesn’t profess to be a complete encyclopædia, since it’s an ongoing, developing work, though it does surprise me where the gaps are sometimes. I often have the photos filed away, but wait till the mood hits. Or, in the present case, waiting till some of my reference books re-emerge as I’m still, three weeks later, living out of boxes.
   As with each million before, here’s a summary of how the traffic has developed:

March 2008: launch
April 2011: 1,000,000 (three years for first million)
March 2012: 2,000,000 (11 months for second million)
May 2013: 3,000,000 (14 months for third million)
January 2014: 4,000,000 (eight months for fourth million)
September 2014: 5,000,000 (eight months for fifth million)
May 2015: 6,000,000 (eight months for sixth million)
October 2015: 7,000,000 (five months for seventh million)
March 2016: 8,000,000 (five months for eighth million)
August 2016: 9,000,000 (five months for ninth million)
February 2017: 10,000,000 (six months for tenth million)
June 2017: 11,000,000 (four months for eleventh million)
January 2018: 12,000,000 (seven months for twelfth million)
May 2018: 13,000,000 (four months for thirteenth million)
September 2018: 14,000,000 (four months for fourteenth million)
February 2019: 15,000,000 (five months for fifteenth million)
June 2019: 16,000,000 (four months for sixteenth million)

   It’s interesting to note that Autocade has had five million more page views since June 2017; yet it took six years (three times as long) to get the site’s first five million. At the time of writing, the database has 3,813 models, an increase of just 32 since the site gained its 15 millionth page view.

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Fun for car anoraks—till you get to the factual errors

08.07.2017

I bought Steven Parissien’s The Life of the Automobile: a New History of the Motor Car, which started off as a good history. I’m 300-odd pages in now and the mistakes are really worrying. There’s also a shocking lack of editing (one part repeated, albeit in different language, and spelling and grammatical mistakes) in the parts I’ve got to now; it’s as though the editor got tired after the first 10 chapters and stopped caring. But the biggest errors are factual.
   I am astonished to learn, for instance, that Harley Earl was responsible for the concept of the Ford Thunderbird (p. 255), that Triumph TR7 production was transferred to Speke in 1982 (p. 293, though Parissien later contradicts himself with the correct fact), and that John Z. de Lorean was a protégé of Lee Iacocca (p. 309). I really have no idea how, but as far as I know, de Lorean was never at Ford, and he had a Chrysler stint long before Iacocca got there. I also never knew that ‘In 1968 the Toyota Corolla became the first Japanese car to be manufactured in the US’ (p. 314; that was the year it went on sale there, and from memory the Corolla didn’t get built there till the NUMMI deal in the 1980s) or that the Opel Ascona C was also sold as the Opel Vectra (p. 337). The Italian Job was released in 1969, not 1967 (p. 224).
   I am frustrated with this book—and now it makes me wonder if the stuff earlier on, which I know less about, was accurate.
   I can understand an editor not grasping the subject as well as the author but there is less excuse in professional publishing for the other problems. Maybe there are few professional proofreaders left, now that spellchecks have been around for a generation or more. I was prepared to recommend this book even a week ago and tolerated the spelling and grammar, but these factual mistakes are worse than what can be found in Wikipedia, and I often label parts of that site as fiction.

PS. (September 17): How much worse can it get, as I continued through? A lot.
   On p. 320, we get an admission that Parissien was wrong on p. 314: the Honda Accord was the first Japanese-branded car to be made Stateside. At least an earlier error was corrected. But they begin again on p. 321: Parissien claims the V30 Toyota Camry dominated the US mid-size car market (it was never sold outside Japan; he’s thinking of the XV10, or the Japanese-market Scepter, which was badged Camry). Correcting his error on p. 322, the Camry was not specifically targeted at the US; it was Toyota’s attempt to create an efficient car from the ground up, and it was not done in 1980, but 1982 (the 1980 Celica Camry was not sold outside Japan). The Paykan deal was cemented long before George Turnbull got to Iran (p. 324), though local content rose in the 1970s for it to be truly Iranian-made and Parissien might mean the shifting of the engine tooling there, if I’m being generous. There is only one world, not multiple ones (also p. 324), unless Parissien knows something about parallel universes that the rest of us don’t. Surely Chrysler managed to launch its T-115 minivan (Dodge Caravan, Plymouth Voyager) before Renault launched the Espace (p. 330), and the Triumph Acclaim was never called the ‘Ronda’ (p. 334), though its successor was.
   On p. 360, in a single paragraph, Parissien makes several errors. The MG 6 launched as a five-door car, not his claimed four. There is no such thing as the Roewe 150, in China or elsewhere. The MG 3 has five doors and is not a three-door counterpart to the 6. The five-door MG 6 launched not in 2011, but in 2010, and the Magnette name was only used in the UK for the four-door. The founder of Chrysler was Walter Chrysler, not Walther (p. 364). The Lancia Delta only became a Chrysler in the UK and Éire, as far as I know (p. 365), and remained a Lancia in most countries. The Belgian designer is Dirk van Braeckel, not van Braeckl (p. 368); Mercedes-Benz never bought an 18·53 per cent stake in Volkswagen (p. 369); and Citroën’s BX was not the last car in that range to have ‘pneumatic suspension’ (p. 372). The Malibu was not a Saturn, but a Chevrolet (p. 375), and Buick was never sold off (p. 376). The Ford Mondeo did not replace the Telstar in all Asian markets (p. 377), and it shared far more than the ‘windscreen, front doors and rear’ with the Contour and Mystique (in fact, the rear was not shared, though there were common engines, platform, and plenty more). It’s not entirely certain that the US market judged the Contour to be too small (p. 378), but there was a lack of marketing (which would have made an even better story than the one Parissien writes about). Ford subsequently filled the Contour’s niche with the smaller Focus Stateside. The CD338 Fusion was never sold in Australia (also p. 378). Ford never resurrected the Taunus in Germany under Alan Mulally (p. 381)—this invention is incredible. VAZ did follow up the 2101 with something similar after it ended production in 1983 (not 1984, p. 382), viz. the 2105, which was about as similar as one could get to the 2101.
   On p. 384, Parissien claims Acura’s Legend sales were ‘disappointing’, after saying they were ‘beginning to sell rather well’ 50 pp. before. The Hindustan Ambassador was not based on the 1954 Morris Oxford (p. 389): that car was actually the Hindusthan Landmaster. The Ambassador was based on the 1957 Morris Oxford III, and was in production from 1959, not 1958. The Red Flag (or Hongqi) marque was not reborn on an Audi A6 (p. 391), but the marque had been used on a version of the Audi 100 C3 from 1988, and no Hongqi bore an Audi–Chrysler–Hongqi brand name. The Chinese company is Dongfeng, not Dongfen (p. 391), and Parissien’s claim that the Everus was sold in the west (p. 392) is news to me, as I am sure it is to its own management. I’ll stop there for now.

P.PS. (September 18): Some bedtime reading, or should I say error-finding, last night. On p. 394, Toyota and Aston Martin did not jointly develop the Cygnet: Toyota developed the IQ in 2008, and Aston Martin converted that car to become its Cygnet, and ‘hot hatch’ is a very optimistic description for a city car. Toyota did not launch the Cygnet in 2008 as Parissien claims, nor did it have a say in what customers were expected to purchase the Cygnet: it was aimed specifically at existing Aston Martin owners, not ‘Toyota and Aston expected initial demand to be limited to those who already owned an Aston Martin sports car.’ It was certainly no ‘eccentric experiment’ of Toyota, but of Aston Martin. Volvo never made a model called the A40 (p. 395), and I bet Nissan is surprised to find that the original Qashqai was designed ‘at the firm’s Milan design centre’ (p. 397) when it was designed in London. Maserati never launched a Jeep-based SUV called the Kubang (p. 397), but it did have a concept of that name, and the Levante appeared in 2016 after the book was published. There is no such car as the Porsche Cajun, and if Parissien refers to the smaller Porsche crossover, then that is called the Macan, and it has five doors, not the claimed three (p. 397). The Volkswagen New Beetle was not on a Polo platform (p. 399), but a Golf one, as was its successor (though a newer Golf); and Ford would dispute that its Mustang is a sedan (p. 401). If J Mays’s first name is J (as footnoted), then there is no need to refer to him as ‘J. Mays’ (p. 401). The Ford Ka’s name is not derived from StreetKa (p. 402): that was a model spun off from the Ka in 2002; and some would regard the Mk II model was being superior to the Fiat 500 on which it is based (especially as Fiat adopted some of the changes for its own model). I have yet to see a Smart with a Mercedes-Benz three-pointed star or marque anywhere, unlike Parissien who seems to think they are badged Mercedes (p. 403), and a Smart SUV does not exist unless Parissien is reporting again from his parallel universe (p. 403). There is also no such car as the Kia Exclusive (p. 410).

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Selling Opel: what’s good for China is good for General Motors

15.02.2017


Above: The Opel Astra K: on the roster.

I’m not so sure that GM going into talks to sell Opel and Vauxhall to PSA (Peugeot–Citroën) is that big a surprise.
   We obviously hold a lot of nostalgia for these brands, and it’s only right that we perceive GM as selling its family jewels. Opel has made some great cars over the years, and Buick in China and the US, Vauxhall in the UK, and Holden in Australia rely on this division to provide it with product.
   But it wasn’t long ago that I said I foresaw the next Holden Commodore being a four-door booted model based on a Chinese Buick Regal that’s on the same platform. While I’ve been proved wrong with scoop photos and inside information from journalists in the immediate term, longer-term this doesn’t look so far-fetched, in a future where Peugeot owns Opel–Vauxhall and GM has no choice but to consider Chinese sourcing seriously.
   Therefore, GM isn’t thinking that it’s selling off the family jewels, at least the GM where Chinese partner SAIC is overwhelmingly calling the shots.
   What they are thinking is this: ‘We should be able to develop the whole lot in China.’ They weren’t nostalgic over Holden, and they won’t be thrilled with the losses at Opel. It’s willing to sacrifice it to make its own position stronger. We’ve already seen that SAIC has called it quits when it comes to British assembly at Longbridge—that’s now all done back in China.
   There’s been such a massive technology transfer from the US to China over the last few years that Europe is seen as surplus by the folks in Shanghai. They have all the platforms on which they can make products globally. They may even, rightly or wrongly, think that the remaining brands can get them into Europe, even if GM had pulled its Korean-made Chevrolets out of there.
   Holden can be used to westernize the product and the Australians have shown they can do it well.
   I’m not saying I agree with this, as a long-time Opel fan. I was looking forward to the new Commodores coming out of Rüsselsheim. The car looks the business, it’s roughly the size of the recently deleted Ford Falcon (therefore, I’m not sure why people are so upset about its size), and the majority of buyers don’t even know which set of wheels the power’s going to. I’ve got an Astra K coming in a few months at Lucire.
   What you’re going to see is GM basically being a Shanghai-run firm with China supplying global markets and the US operations kept going for their brand cachet.
   In the meantime, a hypothetical PSA-run Opel will continue with the existing plans till the end of these models’ life cycles, then China will become the manufacturing hub for numerous markets.
   SAIC already makes a load of Cadillacs, Buicks and Chevrolets for the domestic market, and they’ll want to pump them out more widely.
   They’ve also shown that they can take new GM platforms and turn them into Roewes—or old GM platforms and turn them into Baojuns.
   PSA, meanwhile, with 14 per cent controlled by Chinese firm Dongfeng, will pursue a strategy of streamlining platforms and be focused more on Europe. It could pay off as cross-town rival Renault has done well with Nissan, Mitsubishi, Samsung, Dacia and AvtoVAZ, but it won’t nearly be as secure. The two French groups have been obsessed with one another for as long as I can remember, for years spending more time rivalling each other than actually coming up with what customers wanted.
   Dongfeng may have to cough up more lolly and it could become a larger shareholder than the Peugeot family or the French government. But will it have the sort of geographical coverage that Renault has?
   That’ll be what PSA will be asking itself, knowing that it’s reasonably strong in China—but also realizing that it hasn’t been clever at creating models that can be sold globally (the current Citroën C6, DS 5LS and the DS 6 among them, sold exclusively in China). Nevertheless, there are savings to be had, though the most obvious fear is that Opel and Vauxhall will go the way of Panhard and Talbot, brands that fell into either Peugeot or Citroën’s hands over the years and become defunct at the expense of the parent companies’. Is there a desire to extend the group’s brand portfolio beyond Peugeot, Citroën, DS, the various Dongfeng lines, and the ex-Hindustan Ambassador?
   The official statement is non-committal enough and gives nothing away: ‘PSA Group and General Motors confirm they are exploring numerous strategic initiatives aiming at improving profitability and operational efficiency, including a potential acquisition of Opel Vauxhall by PSA.
   â€˜There can be no assurance that an agreement will be reached.’
   In any case, we always said that SAIC was playing a long game. MG was a toe in the water. GM is the real deal.
   Controlling GM means they can do as they please, and what’s good for China is good for General Motors.

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