Developing cars and pieces thereof is getting increasingly costly, and that’s why even the fiercest rivals band together to share the mounting financial burden. GM and cross-town rival Ford agreed to jointly develop a new line of nine- and ten-speed automatic transmissions, Reuters says. (Read More…)
What do the Volvo XC60 and Lexus RX F-Sport have in common? Not much. Yet. Today’s vehicles aren’t just built on “modular” platforms, sharing parts with other vehicles from the same manufacturer, they are also “parts bin creations.” You’ll find the same power mirror switch in a Chevy, Jeep, Peugeot, Citroën, Lancia, Lincon and many more. That’s because car parts are like Lego pieces, made by a handful of car parts companies and designed to be everything for everyone. It’s cheaper for everyone to design one switch, one control module, one key fob and just alter some of the plastics and a connector to suit your new car design.
GM doesn’t use [Continuously Variable Transmissions] now. But they could be used on models such as the Chevrolet Spark, Aveo and Cruze in the next three years, said Mike Arcamone, CEO of GM Daewoo Auto & Technology.
GM will have to improve the mileage on these models by at least 10 percent by the next full-model change, said Sohn Dongyoun, vice president of engineering at GM’s global small- and minicar development team at GM Daewoo. CVTs offer an easy, quick fix, he said.
Nissan has (in my eyes) refined its CVT to the point where it can be downright eager in applications like the Juke, but GM’s track record with the the CVT is less well-proven. GM hasn’t offered the transmission since dropping it as an option from the Saturn Ion coupe and Vue and the Opel Astra in 1995. And Daewoo’s CVT would have to be incredibly good to erase fears left from the previous experience, in which GM paid Saturn owners over $100m in settlements for transmission failure. Sohn’s line about CVTs being a “easy, quick fix” should ring a few alarm bells somewhere in the RenCen.