American Affordable Family Car, Domestic Joint Venture High Cost-Performance! Equinox History is Highly Fragmented

In previous car history programs we mentioned the Chevrolet Blazer which did not perform well domestically. Many friends have left comments under the video hoping we would talk about the Chevrolet Equinox. So today we will discuss this excellent joint venture SUV which is closely related to the Chevrolet Blazer. Chevrolet has already left, but the memories are still beautiful.

When we discussed the Blazer previously, we mentioned that the Blazer model series is very chaotic, and even the entire Chevrolet SUV family can be connected through the Blazer. So where is the relationship between the Blazer and the Equinox? Friends who are not familiar with the Blazer can watch the previous video. Actually, after the S10 Blazer, which is the generation introduced domestically, was discontinued, Chevrolet began seeking a replacement model for the Blazer. So in a sense, the 1st generation Equinox is the replacement for the Blazer. Additionally, Chevrolet previously had a small SUV called Tracker. The Equinox is also one of the replacements for the Chevrolet Tracker model. Therefore, we need to spend some time talking about Chevrolet's Tracker.

A Child with Japanese Genes

Chevrolet Tracker is a small SUV, which is quite similar to the Pajero iO we mentioned earlier. The 1st generation Tracker was born in 1988. It was co-developed by General Motors' Canadian division and Suzuki. Actually, it is the 1st generation Vitara (the Japanese version is the Suzuki Escudo), and it is also called Sidekicks in North America. The Tracker comes in 2-door and 4-door versions. The 4-door version is just over 4 meters long. Due to the body-on-frame structure, it is often considered a light truck in many situations.

The 2nd generation Tracker was launched in 1999, but it was not sold in the US. The successor in the US was the Grand Vitara. The 2nd generation Tracker was sold in Canada, Argentina, and Ecuador, so it is not included in Chevrolet's official history. The 2nd generation Tracker was not as emphasized on off-road capability as the 1st generation. The size increased slightly, targeting the entry-level market. This generation of Tracker did not perform well. It did not have better quality because of its Japanese roots. It was discontinued in Canada in 2004, while sales in Ecuador continued until 2016, lasting 17 years.

★1999-2004 Chevrolet Tracker Shot in the US

When we were talking about the Blazer earlier, everyone knew the Blazer model series is relatively chaotic. The Tracker series is also quite chaotic. One of the actual successors of the Tracker series is the rebadged Trax. It is actually the previous generation Chevrolet Trax commonly known domestically, also positioned as a small SUV. It is more complicated here. The successor of the Trax abroad is the domestic Star. However, the domestic Trax has its own unique successor, which is the Trax whose English name is Tracker. So let's sort it out. The successor of the Blazer is the new Blazer, no problem. But the Tracker borrows the big name of the off-road Blazer. The true successor of the off-road Blazer is the new Trailblazer. And another successor of the S10 Blazer is the Equinox. Tracker is the predecessor of the Equinox. Now in China it is two classes lower than the Equinox. It means the domestic Trax is the Equinox's cousin and younger brother, and the Tracker's half-brother! It is just like the relationship between the US, Israel, and the UK! However, their gender has dozens or hundreds of types. What does this count as?

The reason for this is that GM uses car model names in different countries like playing games. The same name in foreign countries and North America is not the same thing! You think that's all? Trax is also sold in Russia, very close to a Russian word. This word has the original meaning of an international common gesture in Russian, and in China it is close to a type of plant!

★2024 Chevrolet Trax 1LT

Good Wine Needs No Bush

After talking about the past, let's look at the official history of the Equinox, which is quite brilliant. The 1st generation Equinox launched in 2005. It used an unibody structure from GM's Theta platform. This is a lower-level passenger car platform. Due to the cooperation relationship between GM and Suzuki, it was also on the same platform as Suzuki's relatively unknown XL7. In other words, like the predecessor Tracker, the Equinox had some Japanese blood in it.

The 1st generation Equinox used an exterior design style close to Chevrolet SUVs at the time, but with a strong urban SUV design concept. The rear part was somewhat similar to an MPV. The interior design was also strongly American, even with some MPV design ideas. Overall, it was quite easy to use.

In terms of size, the 1st generation Equinox was 4796 mm long, 1814 mm wide, and the wheelbase was exaggerated at 2857 mm. In that era, adding a bit more length to this size could be called a true large SUV. Even from today's perspective, it is a fairly standard mid-size SUV. Although the size was so large, the Equinox in the US market instead competed with mainstream compact SUVs from Japanese manufacturers, such as the RAV4 and CR-V. Japanese cars back then were truly sweeping the globe. Thus, the Equinox's biggest selling point was actually cross-segment competition. This was the optimal choice for low-status brands.

The engines of the 1st generation Equinox were two V6 engines, specifically a 3.4-liter LNJ V6 engine and a 3.6-liter LY7 V6 engine. Both were large displacement naturally aspirated. The former had a maximum power of 188 hp and maximum torque of 285 N·m, equivalent to today's high-power 1.5T engine. The latter was the engine for the Equinox Sports version, 268 hp and 339 N·m, equivalent to a 2.0T engine. So the power of the 1st generation Equinox was quite good. The transmission was either Aisin's 5AT or the 6AT co-developed by GM and Ford, which was average. Although nominally it was the successor of the Blazer, it only referred to the dimensions. The 1st generation Equinox basically had no off-road capability. The main push was front-wheel drive models, like most fuel city SUVs today. The four-wheel drive models also used a relatively simple on-demand 4WD system.

Adding Fuel to the Fire

The success of the 1st generation Equinox made GM see business opportunities. Americans are not bad at making family SUVs. If they really want to make them, they are very likeable. So GM quickly launched the 2nd generation Equinox, which appeared in 2010. Judging from its appearance, you can guess it is on the same platform as the SRX under Cadillac. Actually, the 2nd generation Equinox's platform was not brand new, just strengthened. In terms of appearance, the 2nd generation Equinox's shape was more rugged and majestic. It used the two-tone grille design popular for Chevrolet at that time, quite similar to the Malibu of that era. The tilted C-pillar can also be considered a landmark design for the Equinox later.

The dimensions of the 2nd generation Equinox decreased slightly, wheelbase unchanged. The length shortened to 4770 mm, but the width increased to 1842 mm. The actual interior space performance was better. It was also positioned as a mid-size SUV. In terms of engines, there was a 2.4-liter 4-cylinder engine and 3.0-liter and 3.6-liter V6 engines. It not only provided a lower-level 4-cylinder engine but also a more powerful 3.6-liter engine. This 3.6-liter LFX V6 engine had a maximum power of 305 hp and peak torque of 369 N·m. Same as the Bumblebee.

To be fair, I really liked this generation of the Equinox. It almost possessed all the elements that make American cars attractive. Large displacement naturally aspirated, spacious space, comfortable to drive, and crash test results were also quite excellent. Moreover, GM had prepared to introduce it domestically at the time. This meant you could buy an American big V6 SUV for the price of a high-spec CR-V. That attraction was not average. The reason for introducing the 2nd generation Equinox was mainly that in the Chevrolet family sales ranking that year, the Equinox was third. And the Cruze had already been introduced. How could they remain indifferent to an Equinox that suited Chinese tastes better?

In 2011, declaration images of the Equinox appeared domestically. This shows GM basically made preparations for domestic production, but that's it. The news of the 2nd generation Equinox domestic production never appeared again. GM did not say why, but if we guess, we know. Most likely it affected the Captiva which had a very similar positioning. Both were similar in many ways. There was no need to launch two models. Thus, the Equinox's cousin entered the domestic market. The performance was quite good, and its visibility today is also high.

A Song of Ice and Fire

When we thought the next generation would be better, the problem arose. It was indeed better, but also indeed worse. Why? We have said many times, let Great Wall Motor be. It has been making cars seriously for about 20 years. Randomly changing names is a practice that foreign car companies have left behind. So let's continue to see how Chevrolet and GM played.

The previous two generations of Equinox were quite strong American cars. By the 3rd generation Equinox, the changes were very big. The 1st change was the positioning. The positioning of the Equinox abroad before was a mid-size crossover SUV, which is a common mid-size city SUV domestically. When the 3rd generation Equinox appeared, Chevrolet changed it to a compact crossover SUV, which is a common compact city SUV domestically, completely targeting Japanese same-type models.

However, once in China, the Equinox is still called a mid-size SUV. There are two reasons for this. On one hand, it is indeed larger. On the other hand, the model series replacement is chaotic. At that time, the length of domestic compact SUVs was generally around 4.6 meters or even shorter. Wheelbases were often within 2.7 meters, and widths were even just over 1.8 meters. The length of the 3rd generation Equinox was close to 4.7 meters. Width 1.86 m, wheelbase exceeded 2.7 m. Although this size today is indeed a compact SUV with slightly large dimensions, back around 2017 it was indeed a standard joint venture mid-size SUV size, and about the same size as the Captiva. What needs to be known is that domestic mid-size SUVs such as the BYD Tang and Toyota's Highlander and GAC Trumpchi's GS8 had already expanded size to length 4.8 m, width over 1.9 m, wheelbase over 2.8 m. Therefore, the 3rd generation Equinox's dimensions looked indeed small from the perspective of mid-size SUV, but from the perspective of compact SUV, it could be called quite spacious. This was the key to its success that year.

Then the second problem arises. In the foreign market, the Equinox changed from mid-size SUV to compact SUV. Who would replace the mid-size SUV? The answer returned to the familiar character we know. This is the Blazer version without lengthening in the US. Are you surprised? Actually, the answer is not too complex. The Equinox was originally meant to replace the S10 Blazer, which was the initial domestic Blazer. But later Chevrolet decided to resurrect the Blazer without prefix or suffix. This means the Equinox had to stand aside. Who would have the Equinox's name be bigger than the Blazer. The domestically introduced Blazer was lengthened into a mid-to-large SUV. This just matched with the mid-size Equinox positioning and could also enrich the Chevrolet SUV product line.

The 3rd generation Equinox was also a global model. It replaced the global Captiva. Captiva was also a product of the Theta platform, but it was designed in Korea. It was on the same track as the Trax. Captiva was produced from 2006 to 2018. The direct successor in some regions was not the Equinox but the domestic Baojun 530 which was positioned lower. You think GM just messed around with its own brand siblings? Wuling and Baojun suffered a lot too.

Do you think that's it? You underestimate domestic cars too little. Mexicans introduced it shortly after the 2nd generation model appeared. But they said the Equinox is really boring. So they stopped importing it in 2010. It seems the US and Mexico preferences are indeed different. By 2015, the 2nd generation model was sold in Mexico again. Mainly because the Captiva had been on the market for many years. However, Mexicans still wouldn't accept it. What to do? Perhaps GM felt Mexicans only recognize the Captiva name. So GM brought the 2nd generation Captiva from Colombia and Thailand to Mexico, which was the domestic Baojun 530, renamed Captiva. So the Equinox failed to replace Captiva. Instead, it was replaced by Captiva's adoptee. This Mexican Captiva sales were quite good. In 2022 it was 19,000. Monthly over 1,000. Don't look at the numbers being far behind best-selling cars in the Chinese market. China? Everything must be first in the world, otherwise you will be criticized to death. Mexico is only that big. The scale is like a Chinese province. This rebadged Baojun 530 was the best-selling SUV in Mexico in 2022. Now you know how competitive the domestic market is!

In terms of power, the 3rd generation Equinox mainly used two engines. Specifically a 1.5T 4-cylinder engine and a 2.0T 4-cylinder engine. The former was upgraded in 2023. Maximum power was 175 hp, peak torque 275 N·m (Domestic version 169 hp, 250 N·m). Among the 1.5T engines, it was average. The 2.0T engine performance was quite good. 255 hp, 353 N·m (Domestic version 237 hp, 350 N·m). Besides that, there was a 1.6T diesel engine. 139 hp, 325 N·m, but it did not enter the domestic market. It can be seen that the 3rd generation Equinox power system indeed saw a downgrade, but both power performances were quite good. The 2.0T is much better than Japanese SUVs. It can meet ordinary consumers' requirements for speed.

The 1.5T engine was matched with a 6AT transmission. The 2.0T was equipped with a 9AT transmission. The 1.5T version used a front-wheel drive structure. The 2.0T focused on four-wheel drive structure. Off-road capability was quite good. Combined with the vehicle's own safety and stiffness being quite good, a light off-road version could certainly be released. Lift the chassis, strengthen the 4WD. Even add a differential lock to the rear axle. The appearance style could follow the Blazer's rugged tough guy version. Estimated to attract quite a few consumers.

The Equinox has high visibility domestically. Basically, there is one on every street. But the region where it performed best was its country of origin, the United States. Even placed domestically, it is a result everyone envies. In 2004, the 1st generation Equinox annual sales reached over 84,000 units. Average monthly sales exceeded 7,000 units. This is about the level of Highlander domestically. By 2005, this number increased to 130,000 units. 2006 had over 113,000 units. Comparable to Galaxy L7 domestically. It can be seen that even in the US, where many people say they earn dollars and spend dollars, everyone still likes this type of city SUV that sits more comfortably, is spacious, and most importantly, is quite cheap. Not the non-unibody off-road SUV with huge fuel consumption.

Of course, 130,000 was not the Equinox sales peak. With average monthly sales of only over 10,000, domestic car companies really couldn't envy. In 2010, Equinox sales increased to nearly 150,000 units. Thereafter it rose to 2015, becoming 277,000 units. Monthly sales exceeded 20,000 units. Placed domestically, this is basically the level of Song Plus DM-i and Haval H6. Quite exaggerated. In a sense, it was the American national SUV. More critically, many traditional netizens would think the first two generations of Equinox were more likeable to Americans because it had a large displacement naturally aspirated engine, larger size, rougher design. But actually, the 3rd generation Equinox which was not so popular domestically welcomed the sales peak in the US instead. The 1st year of launch it had 290,000 units, more than any previous year. The 2nd year increased to 332,000 units. 2019 reached the peak, 346,000 units. Monthly sales close to 30,000 units. This data placed domestically would be top 10 even top 5 in all model sales rankings. Until 2023 in the product's final stage it still had 210,000 units. It can be seen the Equinox became more likeable to Americans the more it was revised.

Actually, Americans' actual preferences are very close to our country's. When wealthy, everyone wants large SUVs or even full-size rugged SUVs. But ordinary people's realistic choices are still all-rounder cars. Perhaps there are too many all-rounder cars domestically. Although the Equinox's performance in China has had highlights, overall it can only be said to be lukewarm. Sales cannot compare with the US. In 2017 when it first launched, performance was average at over 53,000 units. Monthly sales 4,000+ units. For Chevrolet this is indeed a success number. 2018 increased to over 70,000 units. Thereafter it began to decline. By 2022 there were only 20,357 units. 2023 was even only over 10,000 units. Monthly average sales less than 1,000 units. It became a forgotten model. The discount amount was close to 60,000. Entry-level model price was less than 130,000.

The reason for such a huge gap between China and the US is mainly due to the Equinox's position in China being quite awkward. In terms of brand positioning and product recognition, it is far inferior to mainstream Japanese or German compact SUVs. Even slapping a label on some owners who bought the Equinox with discounts: Is it because you can't afford a CR-V that you bought the Equinox? Compared to domestic high-spec SUVs, Chevrolet's brand power is slightly better. At least it is a joint venture. It is like dating. The male side at least has a government job. But in terms of configurations and many other aspects, it is obviously in a disadvantageous position. How is there still anyone who dares to compare configurations and cost-performance with domestic cars? Probably middle-to-high level employees of private enterprises are better than low-level staff in state institutions.

Initially there were really not many combat-capable domestic SUVs. Such as the early period GAC Trumpchi GS5 which performed well initially but later vanished without a trace. Also the BYD Tang without DM support. Even Qoros 5 which was a toilet once and is now scattered on the roadside occasionally serving as an emergency toilet. But after 2021, new energy SUVs with crushing performance advantages and premium sense and the low total cost most valued by consumers in this class squeezed the mainstream fuel vehicle market. First in line were American and Korean. So the Equinox became one of the cannon fodder. Additionally, the Equinox has been on the market for many years. Facelift changes are not big. Competitiveness decline is also an indisputable fact. Of course I still want to say, the tolerance for American cars domestically is far less than German cars and Japanese cars. The Equinox has always been a very good car. No major quality problems. Safety is online. Technology is mainstream. Spacious space. Sufficient power. Cares for home use. Actually, I have indeed recommended friends and family to choose the Equinox over the Japanese Big Three in the past!

Chasing Trends

So how about the 4th generation Equinox? Let's just say the answer. It will definitely continue the legend in the US. In China it will likely have a performance similar to the 3rd generation.

The new generation Equinox has huge changes. It has a very sharp appearance. It still retains the overall design characteristics of the 3rd generation Equinox. But it is obviously more rounded and stout, full of American SUV power. Its front face uses split headlight design. Looks somewhat similar to many higher-grade Chevrolet models. Even more domineering than the current Chevrolet Blazer we introduced recently. The tilted C-pillar is retained. But the design is close to the Trailblazer. The rear is relatively simple. No vulgar use of many popular designs. In terms of size, the new generation Equinox's gap compared to the current model can basically be ignored. Only the width clearly increased to 1902 mm. This size is no problem in the US. But in China it can only be called a featureless compact SUV. It still has to face students from middle schools like Xingyue L.

In terms of interior, the new generation Equinox finally caught up with the trend. But that is just catching up. The interior overall looks quite fashionable. But compared to domestic cars, it is somewhat not fashionable enough. There are two highlights. First, it uses the column shifter structure commonly used in American cars. The center console storage space increased. Although it is not that fashionable, it is easy to use. The 2nd is that below its center console screen there is a row of physical buttons and knobs. Imagine after a hard day of work, elegantly pressing a button to turn on the AC. This feeling of not being forced to make choices is just too good. I worked all day and acted like a grandson all day. Do I have to be forced by the designer to shout and scream to open the AC?

In terms of power changes are quite big. The fuel version focuses on a 1.5T engine. Front drive with CVT. The benefit is smoother and more fuel-efficient. But the downside is it is not as reliable as the past AT. Also, the CVT status in the eyes of traditional consumers is lower than AT. Besides, those who really care about fuel consumption have made friends with Driver Bro. So this is not wise for the new Equinox. The four-wheel drive version no longer uses 9AT. Instead it uses 8AT. And the Active version can option off-road tires. Basically considered a light off-road model. Similar to Jetour Traveler and Haval Big Dog.

Interestingly, the new Equinox's name in China is Equinox Plus. And it is not the fuel vehicle version. It is the plug-in hybrid version popular in China. The Equinox Plus uses a 1.5T engine. Maximum power 180 hp, maximum torque 250 N·m. The motor adopts GM's commonly used P1 plus P3 structure. Total motor power 190 hp, maximum torque 315 N·m. System maximum power is 364 hp. Torque 565. This parameter is stronger than most 3.0T engines. However, this is just paper specifications. Officially given 0-100 km acceleration time is about 7 seconds. Either reverse false marking or system maximum parameter cannot output for long periods. But this acceleration performance is far better than the current 2.0T version. Ride quality is also better. This is the charm of the electric motor.

The battery pack is confirmed to be from BYD. Capacity 16.5 kWh and 24.4 kWh. The WLTC range published by the Ministry of Industry and Information Technology is 80 km and 120 km. How to say? Still passable. Just this one green license plate is enough to beat other joint venture SUVs in the same price range. The two-speed DHT transmission gives it under 6 liters of fuel consumption on fuel depletion. This power system, looking comprehensively, reached the mainstream level of domestic cars in the same price and class. Although it has no many highlights, a joint venture brand being able to make such a car is the biggest highlight.不信 you see Japanese cars.

But the Equinox Plus has also drawbacks. Entry-level model configurations are stingy. Only Level 1 driving assistance. No sunroof, electric tailgate, or wireless phone charging. The surround view camera which is common as dirt for domestic cars is available on the 169,900 version. L2 is also like this. The Equinox Plus is still that type of joint venture car that holds back on configurations. The sincerity of the power system is enough. But on the configuration level it is far from enough to be competitive.

At the Beijing Auto Show, the Equinox also had EV models on display. Sincerity is quite good. The Equinox EV single motor version has two parameters. 150 kW and 180 kW. The former focuses on range, equipped with 79.7 kWh ternary lithium battery. The latter is a 65 kWh LFP battery. CLTC range is 620 and 510 km respectively.

The Equinox EV four-wheel drive version uses a dual motor layout. Front 143 kW, rear 68 kW. Total power 211 kW or 287 hp. Quite good. Battery capacity 79.7 kWh. Rated CLTC pure electric range is 600 km.

Although it is EV, this EV has nothing to do with PHEV. But is like a poor brother relationship with Buick E5. Both dimensions are highly consistent. Length 4845 mm, wheelbase 2954 mm. E5 is positioned as mid-to-large SUV. Equinox EV is mid-size SUV. In terms of appearance it also looks more like E5 than the Equinox. And Chevrolet's new appearance tension is quite good. Better looking than E5.

Return to the node when it first launched. The fuel version Equinox product force is average. Only one Xingyue L can crush it. And Xingyue L price is already under 130,000. Jetour Traveler is also just over 130,000. Even if the Equinox presents the current huge discount, actual starting price is over 120,000. Personally I feel cost-performance seems still just ordinary. The two Song models from BYD are holding knives and waiting. And below the Equinox is the Star. Currently discounted to 113,900. This means the Equinox's actual dealer quote is most suitable around 130,000. If lower, then the Star and Trax will have to follow the price cut. Although the 300,000+ range is quite hot, the 100,000+ price range is the most competitive domestic car sector. Excellent SUVs are too many. The Equinox being able to have 4,000+ monthly sales under these models' attack is already a success. It means similar to Wuling Star and Haval Raptor.

Equinox PHEV perhaps hotness is higher. Because currently joint venture PHEV models worth buying are not many. If considering price, then even fewer. Equinox PHEV's comprehensive quality is indeed quite good. Size is not big. But in the city parking and driving is also quite flexible. If it can start sales around 150,000, Equinox PHEV sales might be even better than the fuel version. The template model we chose for it is the Raptor mentioned earlier. Monthly sales 3,000 to 4,000 for Equinox PHEV can be called a huge success.

As for Equinox EV, it is a cheaper version of Buick E5. E5 previously sales were quite good. Could get 4,000 monthly sales in the fight against domestic cars. But later the original form revealed. Dropped to over 1,000 units. So Equinox EV if it can rely on cost-performance to stabilize around 2,000, then that would be really good.

It can be seen. Under the circumstances where the new generation Equinox's three models have no problems with price and product force. Added together monthly sales could be close to 10,000. This is absolutely a excellent number that will make Chevrolet lose sleep. After all, besides the rebadged Cruze outside of Chevrolet's family, others are almost buried to the lower lip. And this Cruze is also being chopped out because it does not conform to Chevrolet's future development. Chevrolet wants premiumization!

We actually very hope the new generation Equinox family will give a competitive price. Because since its birth the Equinox has been a high-quality high-safety family car. You can find many of its flaws. But after skinning and plucking, its core is quite pure. Such a good car truly shouldn't be buried. It is not simply measurable by price. You go ask the Equinox owners. After complaining, aren't they all quite like the Equinox? Even if it is the current model. I feel it is better than the vast majority of Japanese SUVs at that time. Safety can be called crushing.

But the Chevrolet family has gone cold in China. Exiting China. These so-called quite good models did not welcome a good ending. Let's put the perspective back to now. Actually, even if the latest generation Equinox achieved decent sales domestically. From today's domestic involution level. Push back two years. Then it also has no substantial purchase necessity. Size not big enough. Price not cheap enough. Want space. Then like Huajing S Galaxy M9 type models have already driven prices to 160,000-170,000. Or even under 150,000. Don't say anything about large vehicle safety is not as good as small vehicles. Smart also said this before. Actual crash performance is that large vehicles have an advantage. And configuration has always been domestic cars' advantage. Relying on the domestic supply chain, can achieve both good and cheap. Domestic cars are not only involution on size and space. Configurations and driving assistance systems and intelligence, all fields are involution. Don't mention Chevrolet. Everyone look at Honda today. Is it also at the edge of delisting? Monthly sales only over 20,000. Nissan if not relying on domestic technology to build N Series models. Probably Nissan will also be put into the next joint venture cars exit China discussion.

So we go to summarize this Equinox car's history in China. The first two generations did not introduce. Not much to say. The 3rd generation model just happened to meet the peak of domestic fuel vehicle development. This quite good fuel vehicle will naturally welcome good sales. But at the product life's end stage. Domestic fuel vehicle technology rapidly improved. And welcomed the new energy vehicle's great revolution. At this time GM was already clearly falling behind. And SAIC General Motors family. New energy vehicles currently performing relatively well are actually Buick. Cadillac performance is also quite average. At the same time SAIC itself also has many new brands. Such as IM, Roewe, etc. Joint venture cars exiting China is the inevitable result of history. There is nothing worth regretting. It is just that these excellent plug-in hybrid cars in the SAIC family might reverse badge. Become the Equinox to sell to other countries. And this is probably also a ending that everyone would be happy to see.