There has long been a stigma that General Motors vehicles, as a whole, weigh in on the heavy side compared to their competition. This reportedly had much to do with the development process of past and even current vehicle architectures tasked with underpinning several different models.
For instance, GM’s current Delta II platform that underpins vehicles such as the Chevrolet Cruze, Opel Astra, and the like, can all fit an engine as big as a 2.0L turbo-diesel under the hood, even if only one or two of the models/trim levels are destined to utilize such a powerplant. As such, these vehicles would receive unnecessary add-ons to accomodate the possibility of addition equipment, thereby adding mass. This one-size-fits-all approach may be efficient when it comes down to development and tooling costs, but is flawed in that it doesn’t optimize the specifications of vehicles on a regional level, while penalizing the weight of the volume-selling (that are usually less the powerful) variants of a particular model. This strategy has changed with the introduction of the Alpha platform in the Cadillac ATS, and even the new 2014 Corvette Stingray.
Believe it or not, the base BMW 3 Series is heavier than the base ATS by some 45 pounds, tipping the scales at a relatively light 3,315 pounds. The 2014 Corvette Stingray, meanwhile, is said to come in around a mere 3,000 pounds. This is accomplished by each model’s architecture being specifically tailored to the trim level/specifications of that vehicle.
So, the base ATS is the lightest, but in order to accommodate a V6 more effectively, those models receive added reinforcements to augment the structural integrity and handling characteristics of the vehicle. Yes, it’s a more complicated process, but this more detailed approach doesn’t result in the penalty of extra weight for models that don’t need it. The same approach will apply to variants of each model, such as the ATS coupe — with the same basic platform being adjusted to optimally fit a two-door model.
The GM Authority Take
This sounds like a very Volkswagen- and Audi-esque approach — which is a good thing. Looking forward, this new diet plan for upcoming platforms and models should contribute to increased fuel economy numbers, greater product differentiation across the board, as well as all the other benefits brought on by a lighter vehicle.
Comments
The platforms that needs this the most are deffinetley Epsilon, Delta and Gamma. Think about how much better the Sonic would be if it were 300 lbs lighter
Cuttin’ the fat.
Seriously, all GM products need a diet. I particularly like the line from the C7 promo videos.
“Every gram has to earn its way onto the car”.
The explanations of excess weight is fine but why not use aluminum for deck lids and hoods?
That was what Holden did with the VF Commodore…
Quick answer: cost
Small, low end, cars already have slimmer profit margins, adding Al either drives the price up or profits down.
My CTS hood is aluminum and it’s amazingly light. The single gas assist strut lifts it up on it’s own once the hood is past the horizontal (and yes, the gas strut helps make the hood feel lighter). My Mazda6S hood on the other hand feels like it weighs 4 times as much.
Just as important or even more so is how the cosumer preceives the platforms contribute real time tangibile vaule to the safety, comfort and/or performance to the vehicle’s driving experience.
The average consumer considerations for the engineering aspects of an automobile is an expectation for something tangibile they can feel and not just something they have to be told about.
http://youtu.be/TOXdAOPp3uY
Excellent start to really the most important future process to make smaller/more fuel efficient engines and hybrids work less harder , and help meet future government mandated mpg figures . My feeling here is that streamlining operations to produce ONE market leader in the compact ,and one in the middie range of car , then grow each one to include a sedan , coupe and hatch . Each to offer a full hybrid , plus an all wheel drive option . These segments are the biggest sellers in North America and the most highly contested . This same approach should be approached in a crossover and uniframe compact and middie SUV . Instead of GM giving the green light to Buick , or Chev or Cadillac for certain proposed models , you have each division compete for the the best design , usability of space , performance and costing which will also assess best weight reduction . Now you will see a lot of passion and creativity at it best ….the best man/division wins the right to produce that model . Mind you this sounds a little too simple for GM to contemplate , what do you think ??