DETROIT MOTOR SHOW: Holden planning SUV attack

A comprehensive General Motors engineering and design program which is set to deliver at least four SUVs and crossovers to Holden by the end of the decade is starting to come into public view.

GM is developing at least four global modular architectures that share fundamental engineering characteristics including, crucially for us, the ability to be manufactured in right-hand drive as well as left-hand drive.

The four monocoque architectures can be roughly split into small, compact, family and long wheelbase categories, the latter two seven-seat capable.

The influx, which should start rolling out here in 2017, will elevate Holden from the outhouse to a hugely competitive position in Australia’s fast-growing SUV market. Currently it is represented by the small Trax, the decade-old Captiva models and the slow-selling Colorado7.

The architectures will be available across all GM brands – Cadillac, Buick, Chevrolet, GMC, Opel, Vauxhall and Holden -- unlike some previous GM SUV architectures such as the family-sized Lambda which were US-only.

It is likely Holden will source most if not all its car-based SUV models from Opel because of its requirement to develop and build them in right-hand drive for the Vauxhall brand in the UK.

For the same reason, Opel is also Holden’s closest partner for the delivery of new -eneration passenger cars such as the Astra hatchback, which arrives here later this year.

However, Holden will also continue to access ladder-frame SUVs such as the Colorado7 from other sources including Thailand.

The first few models based on GM’s new SUV strategy are now in the public eye; the Buick Envision that has been on sale in China and was launched in the US at the Detroit auto show is the first compact based on the D2UX architecture.

D2UX is a close relation of the front-drive-only D2XX architecture that underpins both the new Astra and the second-generation Cruze.

The Cadillac XT5 that debuted in Dubai last December was the first ‘family’-sized SUV based on the C1XX architecture, while the GMC Acadia (pictured) that debuted at Detroit was the second.

“In the 2020-21 period the convergence of that [SUV architectures] gets down to between four and five architectures globally and that is what we are working on,” GM global product development chief Mark Reuss told motoring.com.au at the unveil of the Acadia.

“This is one of the first steps.

“There will be some very US-specific things and some China-specific things, that will continue to be that way and with joint-ventures and so on … but fundamentally we are focussing our energy and resources globally.”

The four models Holden can expect to receive are

* A mid-size SUV targeted at the Toyota RAV4 and Mazda CX-5 based on the D2UX architecture. This would be a replacement for the Holden Captiva5.

* A large SUV developed on the standard C1XX’s 2857mm wheelbase. With seven seats it represents the most logical direct replacement for the Captiva7 and will shape up against the popular Toyota Kluger.

* A full-size seven-seater based on an extended version of the C1XX architecture and built alongside the Opel Insignia in Germany. C1XX is derived from the Insignia’s E2XX architecture that will also underpin the first imported Holden Commodore. The full-size Opel crossover was confirmed officially by GM in 2014. It has been described by respected UK publication Autocar as having “dramatic coupe-like looks”. It won't arrive until 2019 at the earliest

* The second-generation Trax, which is expected to be derived from the Opel Mokka and based on a new architecture that will replace the current G2XX underpinnings.

Rick Spina, GM’s executive chef engineer of compact SUVs, confirmed to motoring.com.au that the new monocoque architecture family was designed to be light, strong and flexible.

Acadia, for instance, is 318kg lighter than its Lambda-based predecessor.

“It’s more capable, lighter, all those positive adjective that’s exactly it,” Spina said.

“Right now I could electrify these if we so chose, we could put a diesel in them if we so chose. There is nothing to prevent us from doing either of those things.

“And I could put the steering wheel on the other side if I so chose too also.”

In the modern automotive age, modular and interchangeable architectures are fundamental to mass manufacturing profitability.

“What I refer to as a piece of architecture is that piece that a customer doesn’t touch, feel or smell,” Spina explained. “But it’s vital to the backbone of the car, it’s kind of like the skeletal system in the human. We know it’s there but we kind of take it for granted.”

Based on what we are seeing with D2UX and C1XX, the GM SUV architectures are all set-up for front- and all-wheel drive with engines mounted transverse. AWD C1 models come with a new twin-clutch automatic transmission and the choice of four-cylinder and V6 engines.

Spina said the family of architectures had a high degree of commonality under the skin.

“They are remarkably similar in the areas we don’t believe my wife or my cousin or my brother-in-law would mind. That’s the best way I can say that. It’s in our best interest to do as much with our resources that we can and those resources include human resources.

“If I can share something I will share it.”