Remember the Saturn Vue? The Theta-based crossover is known around the world as the Chevrolet Captiva (or Daewoo WinStorm… yes, really), and soon it will be known in the US as GM’s latest fleet queen. With some 86% of GM’s fleet sales last year coming from Chevy (about a 35% mix for the brand), GM is apparently trying to insulate its newer products from the fleet queen image, and as a result it’s decided to import the Captiva Sport from Mexico in order

to help satisfy growing demand for compact crossovers by fleet customers.

Keep in mind, this is not the latest Captiva to come out of GM-DAT, but rather the outgoing model that has been in production since 2006. But, according to GM’s release, this isn’t a weakness. Alan Batey, U.S. vice president, Chevrolet Sales and Service explains

It says a lot about our ability to draw on international programs and proven, quality crossovers that we were able to identify and federalize a strong new entrant such as Captiva Sport for the U.S. market. We turned to our global network for a solution to quickly meet the rising demand from local fleet customers and continue to meet strong retail demand for the Equinox.

And if this attitude seems shocking, it’s time to start getting used to it: GM is rumored to be planning this same strategy when it releases its updated Chevy Malibu next year. According to long-standing whispers, the outgoing model will continue to be produced as a fleet-oriented “Classic” model. Perhaps it’s time for GM to roll out a fleet-only brand?

Having struggled to launch and expand its Smart brand, Daimler might be forgiven for being a bit gunshy about investing in brands other than its globally-recognized Mercedes-Benz marque. And it seems the German outfit is currently agonizing over not just one but two big brand choices on the opposite ends of the automotive spectrum. First, Auto Motor und Sport reports that Daimler’s bosses are still undecided about the fate of the über-luxury Maybach brand, noting

“We have to do this year, because the model cycle is not endless,”  Daimler CEO Dieter Zetsche tells Auto Motor und Sport. Here, the decision is open, even though the Maybach models are profitable. “I hope for a positive decision as long as we can create the proper conditions. We have invested heavily in the brand, but that is past. On the other hand, we now enjoy a very attractive profit margin on a per-car basis.”

If there’s one major challenge facing Maybach, Zetsche admits, it’s European emissions standards. Which is where Daimler’s other branding problem comes in…

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By slyly slipping an image of a classic Chrysler 300 into this ad, Lancia is subtly admitting the truth about its new Thema. And in light of this half-admission of the Lancia’s less-than-entirely-sophisticated Brampton, Ontario roots, perhaps the better Baudelaire line would have been the great stoner’s admonition to

beware of common folk, of common sense, of sentiment, of inspiration, and of the obvious.

If Baudelaire were alive today, does anyone doubt he would have added “marketing” to that list?

When we first heard that the updated Jeep Compass would be “Trail Rated,” a number of commenters pointed out that the term “Trail Rated” is little more than a Jeep marketing phrase, and argued that the Compass had no business pretending to be a true off-roader. Well, according to this picture, which Michael Karesh found on Jeep’s website, the upgraded Compass will even go so far as to offer that talisman of off-road capability, a solid front axle. Unless, of course, this is actually a misplaced picture of a Wrangler, which it almost certainly is. Oh well…

About two and a half years ago, Aston Martin started talking very seriously about bringing back its “four door, four seat” Lagonda brand, arguing that the move

would allow us to develop cars which can have a different character than a sportscar, and therefore offer a perfect synergy.

But, because Aston already had a four-door in the works, the Lagonda Concept turned out to be a bloated abortion of a luxury SUV-cum-Crossover. And having been met with resounding derision from fans as well as high gas prices and an economic downturn, Aston wisely hustled the Lagonda Concept out of sight and proceeded to embarrass itself by rebadging a Toyota. But now that the world economy is looking a little bit better and gas prices are headed up again, Aston Martin is back to touting Lagonda. And this time it seems the British sportscar firm is imagining a whole line of SUVs aimed at the most refined and tasteful buyers on the world luxury market.

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When Chrysler Group first announced that it would be spinning off its Ram truck brand in order to allow the Dodge brand to “come out of the shadow of the trucks,” there was at least some logic to be found in the decision. After all, there used to be more to Dodge than truck-inspired styling and marketing, and concentrating “Ram-ness” into the trucks made a certain amount of sense. But then, Chrysler Group announced that Ram would be moving into the commercial vehicle business with a pair of European-style deliver vans, raising the question of how these distinctly un-Ram-like vans would fit in with the brand’s bro-magnon image. But now the Ram brand has a new problem: before it even challenges its fans with front-drive Euro-vans, it’s dropping a windowless Ram Cargo Van based on the Dodge Caravan. Because what separates a spun-off brand from its previous brand like shared product? Whatever Kool Aid they’re drinking over at the Ram Brand, my tank is just about full of it.

Possibly in hopes of reminding the assembled writers that the Nissan Murano CrossCabriolet is not the future of the brand’s design, part of the CC launch was spent at Nissan Design North America where we were shown a clay model representing some of the design cues that could appear on future Nissan sedans. The designer we spoke to was careful to point out that this is neither an official concept nor “the next Altima,” but rather an exploration of the evolving Nissan design language. For example, the Z-car’s “boomerang” taillights, which have spread to vehicles like the Maxima, Juke and Murano CC are now found in the headlights of this unfinished clay model. The “J-line” kick-up where the beltline meets the C-pillar is also on display. Otherwise, there are also some unusually organic, flowing forms that have yet to debut on a production Nissan. I’m not sure this next-generation design answers all the questions floating around about the Nissan brand, but it’s an interesting look at the direction Nissan design is headed.

With Sprinter back under the Mercedes sign, Chrysler Group is looking to Europe and Fiat’s Doblò (above) and larger Ducato to expand back into the commercial van segment, starting next year. The European commercial vans are a far cry from the last Ram-branded body-on-frame vans, as the Doblò is actually based on a 108.5 inch wheelbase version of Fiat’s SCCS platform, a development of GM’s Gamma subcompact platform. As a result, the front-drive Doblò comes with engines ranging from 1.3 to 2.0 liters, and are largely powered by diesel engines. The Doblò is available in everything from a two-door chassis cab pickup, a three-, four- or five-door panel van, or a five-door passenger configuration.Because the new Ram commercial vehicles will be imported starting next year, expect only the van variants to avoid the “chicken tax.“

The larger, rear-drive Ducato offers a dizzying number of body variants, with wheelbases ranging from 118.1 inches to 149.6 inches, and offers only diesel engines in displacements from 2.2 to 3.0 liters with 100-155 HP. Until we get more details, it’s impossible to know which versions of these vehicles will come to the US, and whether the diesel and (for possibly even natural gas) versions will come as well. But the real question remains the same as it was a year ago:

how will these Euro-derived efficiency-oriented urban haulers jive with the Ram brand’s overbearingly bro-magnon branding?

Yes, Lotus certainly made a “splash” in 2010, but to say that the brand’s abrupt metamorphosis was universally applauded would be a severe overstatement. For one thing, the move away from Lotus’s light-weight, low-volume philosophy brought howls from the Chapmaniacs. For another, launching five cars at once may be good for publicity, but it’s not great for ones credibility. Especially when your CEO is something of a supercilious jerk, and even your “advisor” only gives you 60-40 odds. And now that Mama Proton is starting to take a hit as Lotus builds up to reinvent the luxury sportscar (complete with its own engines), you have to imagine that at least a few of the Malaysian money men are wondering if they bit off more than their former Ferrari exec CEO can chew. But at this point there’s nothing to do but burn cash, build cars and hope Porsche and Ferrari fall off a cliff.

Saab’s PhoeniX concept has two very different purposes: Saab’s Chief Designer Jason Castriota claims the point of the concept was to create buzz and draw attention to the fact that Saab is still around, but it also provides the first look at a new platform that will underpin future iterations of the 9-5, 9-3 and 9-4X. Saab’s Jan-Åke Jonsson tells What Car? that flexibility is key to the new platform, and that “though expensive” it will ultimately save Saab money, saying

We will be able to use the same powertrains in all our vehicles and build them in the same plant (Trollhattan in Sweden), so there are lots of benefits

Which makes you wonder where the money is coming from to develop an all-new, flexible platform. But the PhoeniX Concept also forces you to ask another question: how exactly is this thing a Saab, anyway? At least that’s what former BMW designer Chris Bangle wondered. Hit the jump to see Bangle tussle over the issue with Castriota [courtesy: CarDesignNews], before the Saab designer goes over the Phoenix’s design and place in Saab’s future.

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When you think of Mitsubishi, what do you think of? Chances are, one of the first things that runs through your mind when Mitsubishi gets a mention, is the turbocharged, AWD, rally-car-for-the-road Lancer Evolution series. For decades now, the Evo has provided Mitsu with some desperately-needed sense of identity, although it never really reflected a brand philosophy the way Subaru’s WRX/STI series did for its AWD lineup. And now, it seems, Mitsubishi is done trying to build a brand on a rally replica. Autocar‘s Matt Prior recently sat down with Motsu’s global product director Gayu Eusegi, and he heard some rather jarring news:

The Lancer Evolution X, Eusegi told me, will be the last Evo. “There is still a demand [for the car],” he said, “but we must stop.” Eyebrow up.

“Our influence now is EV technology,” Eusegi said, adding that the decision was a “policy change”.

It seems Mitsubishi, which is going to introduce eight full electric or hybrid cars by 2015, has decided its image is about lowering CO2, not making lurid replicas of rally cars that don’t go top-level rallying any more.

Eusegi said that customers would find it “easier to understand” what Mitsubishi was about if it was no longer in this motorsport-inspired market.

Eusegi goes on to apparently confirm that the Evo X will be the last of the line, until such time as rally racing goes electric. Which means  that if you’ve always wanted to buy a new Evo, you might want to think about picking one up soon. After all, an EV-heavy strategy may not be the silver bullet for Mitsubishi, but the Lancer Evolution has had its chance at playing halo. Change can be painful, but it is the only constant… and Mitsu has to evolve or die. Even if that means the Evolution dies first.

OK, so so we weren’t immediately thrilled at the prospect of Alfa coming to the US as the sick man of Europe. But with news that Alfa’s 4C, a Dallara-developed, 1,800 lb mid-engined coupe could become the flagship for the brand’s return to the US, we’re starting to warm up to the Alfisti bandwagon. But, there’s a catch (of course): at the suggested €45k price point and 15k-25k unit production plan, this aluminum-and-carbon vision of Elise-meets-8C loveliness won’t be doing much to solve Alfa’s financial difficulties. Still, that’s the Alfa we want to come to the US: the extravagant, over-the-top, money-losing Alfa, not the cynical Fiat-rebadge Alfa. This 4C is a good start down the financially-draining but emotionally-rewarding road Alfa should never have been forced to abandon.

Since 2002 GM’s Compact Crossovers, like the Chevrolet Equinox, GMC Terrain and Chevrolet Captiva/Opel Antara have been built on a unique platform known internally as “Theta.” That platform, which debuted on Saturn’s Vue, was developed largely in Korea by GM-Daewoo, based roughly on GM’s Global Midsized (“Epsilon”) platform. Since 2002, Compact CUVs have become one of the fastest-growing segments in the US, and though GM’s Theta-based CUVs have sold well, the competition is moving towards mildly-modified C-segment platforms for Compact CUVs in order to use as many common components as possible, thereby lowering the cost of development and increasing manufacturing flexibility. Now, it seems that GM is following suit, dropping the Korean-developed Theta platform for a new generation of Compact CUVs developed by Opel on the Astra’s global Compact (Delta II) platform.

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Auto Motor und Sport calls the new Opel Zafira Touring Concept an “Oasis,” but could it be the “Baby Enclave” that’s been rumored for some time? The short answer is “no,” as the next Buick MPV will be a full class smaller than this Opel Astra-based compact 7-seater, based on the next Aveo platform and boasting suicide doors. But with gas prices rising, and CAFE standards possibly headed towards 60+ MPG, there’s certainly a chance that the next-gen Zafira could eventually end up in the US with Buick badges.

Bloomberg reports that Spyker Cars NV has sold its sportscar business to former chairman Vladimir Antonov for €15m, with the promise of up to €17m more over the next six years if profits allow it. They probably wont, however, as Spyker’s sportscars sell at a rate of about 30 per year, and have never turned a profit in the seven years the business has been public. The move is necessary, however, as Antonov was forced out of his ownership stake at Spyker (at GM’s request) when the firm bought Saab. CEO Victor Muller bought Antonov’s stake through his holding company Tenaci, and by selling Antonov the sportscar business, Spyker can pay back some of its €74m debt to Tenaci (another €17m will be converted into Spyker shares). Plus, explains Muller

Spyker’s (luxury car business) is a small fish in a large pond. Spyker would need additional funds, but to issue shares and dilute shareholders seemed like a very bad plan so we decided to divest these activities

With Spyker no longer part of Spyker Cars NV (the firm that owns Saab), the firm will be renamed this May (probably to some variation of “Saab”) when it lists on the Stockholm stock exchange. Still, though Saab and Spyker sportscars are no longer combining their crazy plans into a pie-in-the-sky juggernaut, and this may help get the ship right-side-up again, there’s no knowing where it’s all headed. Antonov could still buy back into Saab, and it sounds like the two will continue to share distribution channels. Whether either side of the business can actually make money is still the real question.