Some of those Guardian readers are smart. Unlike the comments’ section on certain New Zealand newspaper websites, or on YouTube, it was a pleasure to read this one about Brexit on the left-leaning British newspaper’s site. If you’ve hashtagged #whereisboris or wondered why Boris Johnson and Michael Gove looked so downbeat in their moment of “victory”, this might just put it all in context. David Cameron has outmanÅ“uvred them both, and Iain Duncan Smith, with a master-stroke that John Major wasn’t able to do to his Eurosceptic ‘bastards’.
â€˜Teebsâ€™ wrote the day after the PM’s announcement in the wake of the referendum results:
If Boris Johnson looked downbeat yesterday, that is because he realises that he has lost.
Perhaps many Brexiters do not realise it yet, but they have actually lost, and it is all down to one man: David Cameron.
With one fell swoop yesterday at 9:15 am, Cameron effectively annulled the referendum result, and simultaneously destroyed the political careers of Boris Johnson, Michael Gove and leading Brexiters who cost him so much anguish, not to mention his premiership.
Throughout the campaign, Cameron had repeatedly said that a vote for leave would lead to triggering Article 50 straight away. Whether implicitly or explicitly, the image was clear: he would be giving that notice under Article 50 the morning after a vote to leave. Whether that was scaremongering or not is a bit moot now but, in the midst of the sentimental nautical references of his speech yesterday, he quietly abandoned that position and handed the responsibility over to his successor.
And as the day wore on, the enormity of that step started to sink in: the markets, Sterling, Scotland, the Irish border, the Gibraltar border, the frontier at Calais, the need to continue compliance with all EU regulations for a free market, re-issuing passports, Brits abroad, EU citizens in Britain, the mountain of [legislation] to be torn up and rewritten â€¦ the list grew and grew.
The referendum result is not binding. It is advisory. Parliament is not bound to commit itself in that same direction.
The Conservative party election that Cameron triggered will now have one question looming over it: will you, if elected as party leader, trigger the notice under Article 50?
Who will want to have the responsibility of all those ramifications and consequences on his/her head and shoulders?
Boris Johnson knew this yesterday, when he emerged subdued from his home and was even more subdued at the press conference. He has been out-man[oe]uvered and check-mated.
If he runs for leadership of the party, and then fails to follow through on triggering Article 50, then he is finished. If he does not run and effectively abandons the field, then he is finished. If he runs, wins and pulls the UK out of the EU, then it will all be overâ€”Scotland will break away, there will be upheaval in Ireland, a recession â€¦ broken trade agreements. Then he is also finished. Boris Johnson knows all of this. When he acts like the dumb blond it is just that: an act.
The Brexit leaders now have a result that they cannot use. For them, leadership of the Tory party has become a poison chalice.
When Boris Johnson said there was no need to trigger Article 50 straight away, what he really meant to say was “never”. When Michael Gove went on and on about “informal negotiations” â€¦ why? [W]hy not the formal ones straight away? â€¦ he also meant not triggering the formal departure. They both know what a formal demarche would mean: an irreversible step that neither of them is prepared to take.
All that remains is for someone to have the guts to stand up and say that Brexit is unachievable in reality without an enormous amount of pain and destruction, that cannot be borne. And David Cameron has put the onus of making that statement on the heads of the people who led the Brexit campaign.
Above: Chris Evans and Rory Reid talk about the McLaren F1 in Extra Gear.
Now that the new new Top Gear has aired in New Zealand, I have to say that it isn’t really there yet. But unlike much of the UK, I’m not going to dis Chris Evans, who is a consummate gearhead. The reason: I have a memory that goes back beyond February 2016.
When Jeremy Clarkson and Andy Wilman brought Top Gear back in its current form in 2002, it was actually disappointing. People seem to forget James May, who originally replaced Clarkson in the original Top Gear, wasn’t even on the show. My memory of the studio audience was that there were about four people hanging around Clarkson as he introduced â€¦ wait for it â€¦ the CitroÃ«n Berlingo. Which he took to France (insert Clarkson pause) to buy cheese.
The idea of a show with a perfect complement of three hosts who got on well with each other, each playing a caricature of himself, did not exist for the first year, and even after May replaced Jason Dawe, it took a while for those personalities to emerge. It’s rare to get three hosts to play those roles as well from the get-goâ€”Top Gear France (which is actually made by the BBC) is an exception, and every other foreign edition of Top Gear that I’ve seen doesn’t quite have it.
But Clarkson was a ratings’ winner. When he first quit Top Gear (or ‘old Top Gearâ€™), the series which started with Angela Rippon as its host in the 1970s, ratings fell from six million to three million. The TV environment was different a decade and a half ago. And the BBC persevered because at that time he hadn’t offended Mexicans or Argentinians, or assaulted an Irishman, or Piers Morgan.
However, importantly, the public was quite happy letting things develop. They could have gone and watched Fifth Gear with its familiar line-up of ex-Top Gear presenters, but they stuck with Clarkson, Hammond, and whomever the third man was.
Twenty sixteen. Enter Chris Evans and Matt Le Blanc (somewhere between the ending of Friends and today, the space seems to have disappeared in his surname), both personalities who love cars. They are disadvantaged by not having been motoring journalists, but they are entertaining. The show doesn’t flow well with the studio segments, the stars introducing each other doesn’t work, and I’m nostalgic for the reasonably priced carâ€”although at least the French have continued la tradition. However, because everyone expects the show to remain on a high, the internet jury has been nasty. No one demanded an overnight success before, but they’re out for blood now. It’s an unfair position to put Evans in.
The absence of motoring journalism experience could have been filled quite easily. We were originally told of a huge line-up of Top Gear presenters, to which I thought: great, the BBC is going to give a big roster a go again, something that we hadn’t seen since the 1990s. In there we saw names such as Chris Harris. Yet Chris Harris and Rory Reid have been relegated to an internet-only show called Extra Gear, which is meant to serve Top Gear in the way Doctor Who Confidential served Doctor Who, with a bit of behind-the-scenes stuff, deleted footage, and some sensible road testing around the test track of models not covered in the main show.
Here’s the thing, and this has been said in the British press: these two guys have great rapport, and come across better than Evans and Le Blanc. I vote for them to be on the main Top Gear. They are more personable, humorous, and relatable. I wouldnâ€™t be surprised if they found a way to work them both in next season, and why not four hosts?
One thing Harris and Reid have is that they know their stuff after serving in motoring journalism. They arenâ€™t rich guys who happen to love cars, but guys who have worked that passion into careers. Harris, in particular, put integrity ahead of kissing up to Ferrari and Lamborghini. I have tremendous respect for these two guys, and thereâ€™s simply more heart in Extra Gear than Top Gear, which at present feels a bit empty and by-the-numbers.
I donâ€™t blame Evans at allâ€”the man had a herculean task. The producers probably tried to reduce Top Gear into formulaic chunks and believed that by cooking with those ingredients, they’d have a winner. This is a reminder that you cannot create heart from a formula: you canâ€™t predict where it surfaces. Now that we know itâ€™s there with Reid and Harris, the BBC would be wise to capture it. Let Top Gear evolveâ€”after all, it did between 2002 and 2015â€”but also let these personalities do their thing.
I noticed this on April 28 and Tweeted about it, tagging the New Zealand Labour Party at the time. It still hasn’t been fixed as of today. That’s supposedly Commercial Type’s Stag Bold Italic in the headline, but someone has slanted the italic. Is this a signal that Labour leans to the right more than it’s letting on? Did someone say 1984?
Still, Stag is a far more inspired, and typographically appropriate, choice than the Futura used by our present government’s political party, after years of Gill Sans. Interestingly, I seem to recall the Labour of Bill Rowling having Futura Italic in its logotype. If only modern-day Labour could get its italic displaying correctly.
Good typography wins votes. I should know.
In fact, a traditional manual, one with gears you change with a clutch, comprises considerably less than 20 per cent.
One friend, like me, specifically sought a manual in 2015, and asked me to scan through websites. In the greater Wellington region, cars matching his other criteria on engine size and price numbered a grand total of two, one in Eastbourne and the other in Upper Hutt. He eventually had to go outside his criteria to buy a manual.
I visited one dealership in Lower Hutt where one of the senior salespeople told me that was what the market demanded, so they followed suit, as he tried to sell me an automatic, Turkish-made car. This claim was, based on my own research, bollocks.
Granted, this research was of a sample of my 2,300 Facebook friends, but of those who responded, it appeared to be evenly divided. Some of the comments were along the lines of, ‘I wanted a manual, but I had no choice, so I bought an automatic.’
If I didn’t have a second car (since sold to a friend who also preferred manuals), I could have found myself looking at doing the sameâ€”just because I needed wheels in a hurry. Or I could have bought a car that did not meet all my needs, one that was “near enough”. But if you are spending a five-figure sum, and you intend to hold on to the car for the next decade, is this such a wise thing to do? A car is an investment for me, not a fashion item.
That earlier Renault took me four months to find in a market that wasn’t so heavily biased against manuals in the mid-2000s, and this time out, I wound up searching for eight. Most people don’t have that luxury.
The most evident explanation for the overwhelming numbers of automatics is that so many used cars are sourced from Japan, but it’s really not what all people want.
I’ve nothing against the half of the population who prefer automatics, but they are just not my sort of thing. These days, the most advanced automatics are more economical than manuals, but generally, you still get a few more mpg from a car you shift yourself. I enjoy driving, and automatics blunt that enjoyment for me, but I’m sure others don’t mind them as much.
In future blog posts I’ll touch on this subject again, and I’ll be penning a story for Classic Car Weekly in the UK on the whole saga of buying a new car. Who knew that, despite being armed with money, it would be such an uphill task to find someone to give it to?
It also suggests that if someone wishes to specialize in manuals, they would be tapping in to a large, unserved chunk of the New Zealand market.
Above: The Mitsubishi eK Wagon, one of the cars at the centre of the company’s latest scandal.
One thing about creating and running Autocade is that you gain an appreciation for corporate history. Recently, I blogged about Fiat, and the troubles the company is in; it wasnâ€™t that long ago that Fiat was the designersâ€™ darling, the company known for creating incredibly stylish vehicles for all its brands and showing how you could use Italian flair to generate sales.
That was the 1990s; by the turn of the century, Fiat had lost some of its mojo, and by the time I got to Milano in the early 2000s, the taxi ranks had plenty of German and French cars. Once upon a time, they would have been nearly exclusively Italian. Today, a lot of Fiatâ€™s range is either made by, or on platforms shared with, Ford, GM, Chrysler (which it now owns), Peugeot, Mitsubishi and Mazda. Sharing platforms isnâ€™t a sin, but a necessity, but Fiat seems to have taken it to a new level, looking like a OEM brand whose logo is freely slapped on othersâ€™ products.
Mitsubishi is the other car company to find itself in trouble in recent weeks. The company admitted that it had lied about the fuel economy figures for its kei cars, the micro-cars that it sells predominantly in Japan.
It wasnâ€™t as troublesome as Volkswagenâ€™s defeat device which fooled the US EPA, running differently when it knew the engine was being tested. Mitsubishi kept things simple, and overinflated tyre pressures.
It would have got away with it, too, if it werenâ€™t for Nissan, a company to which Mitsubishi supplied, under an OEM deal, kei cars. The customer started to ask questions and tested the cars for itself.
Mitsubishi had supplied 468,000 cars to Nissan, all of which are affected. It had only sold 157,000 under its own marque. Production of the cars, from the eK range, and the OEM equivalent for Nissan, the Dayz, is now suspended, while Mitsubishiâ€™s shares plunged 15 per cent on the news last week. Sankei, the Japanese newspaper, believes that Mitsubishi used the wrong test method on the I-MIEV electric car, RVR (ASX), Outlander, and Pajero, which are exported.
You have to wonder what the corporate culture must be like for these matters to recur so regularly. But then, collectively, people tend to forget very rapidly, and companies like Volkswagen and Mitsubishi must bank on these.
VW isnâ€™t the first to cheat the EPAâ€”US car makers have attempted less sophisticated defeat devices in the latter half of the 20th centuryâ€”though it has had a chequered past. Just over 10 years ago, there was a scandal involving VW colluding with a union leader to keep wage demands down, and a few low-level employees took the rap. Go back to the 1980s and the company found itself in a foreign exchange scandal. But these were known mainly among specialist circles, principally those following car industry news.
Mitsubishiâ€™s scandals, meanwhile, were more severe in terms of the headlines generated. Last decade, when the media called Mitsubishi Japanâ€™s fourth-largest car makerâ€”these days they call it the sixthâ€”the company was implicated in a cover-up over the safety of its vehicles. Japanese authorities raided the company in 2004, and revealed that Mitsubishi Motors Corp. hid defects that affected 800,000 vehicles, and had done so since 1977. Nearly a million vehicles were recalled. Affected vehicles were sold domestically as well as in Europe and Asia. Top execs were arrested that time, including the company president, although it was hard under Japanese law to punish Mitsubishi severely. There was no disincentive to conducting business as usual. The company was ultimately bailed out by its parent, the giant Mitsubishi Group, when it found itself facing potential bankruptcy.
People were killed as a result of Mitsubishiâ€™s cover-ups, and at the time it was considered one of the biggest corporate scandals in Japan.
Go back a bit further and Mitsubishi Materials Corp., a related company, had used slave labour in World War II, including US troopsâ€”something the company did not apologize for till 2015, even though the Japanese government itself had issued apologies in 2009 and 2010. While it was a first among Japanese corporations, and US POWs got what they had long awaited, descendants of Chinese slave labourers still have a lawsuit pending against a connected Mitsubishi subsidiary.
The other major difference between Volkswagen and Mitsubishi is that the Japanese marque is relatively weak in terms of covering its market segments. Itâ€™s SUV- and truck-heavy, and its kei cars had sold well (till now), but it has little in the passenger car segments, which it had once fielded strongly. The Mirage (and the booted Attrage) and the Galant Fortis (exported as the Lancer to many markets) are whatâ€™s left: the latter is now nine years old, though still fairly competitive, and in desperate need of replacement. Its only other car is its Taiwan-only Colt Plus, still selling there as an entry-level model despite having been withdrawn from every other market. In the big-car segments, Mitsubishi is actually supplied by Nissan in Japan, but doesnâ€™t make its own any more. â€˜Sixth-largestâ€™ is shorthand for third-smallest, at least among the big Japanese car companies.
Mitsubishi looks set to quit the C-segment (Galant Fortis) since neither Renault nor Nissan, which it had approached, wanted a tie-up. And the company survives on tie-ups for economies of scale, and thereâ€™s now a big question mark over whether potential partners want to work with it. Automotive Newsâ€™s Hans Greimel questions whether the Mitsubishiâ€“Fiat truck deal will go ahead (though I had thought it was an inked fait accompli).
But, most seriously, Mitsubishi hasnâ€™t completely recovered from its earlier scandal.
It is within living memory, and the timing and nature of the latest one, tying so closely to what rocked Volkswagen, ensured that it would get global press again, even if the bulk of the affected cars were only sold domestically. And when consumers see a pattern, they begin wondering if thereâ€™s a toxic corporate culture at play here.
Weâ€™re too connected in 2016 not to know, and while Mitsubishi is likely to be bailed out again, it will face the prospect of shrinking car salesâ€”and sooner or later one will have to question whether the company will stay in the passenger-car business. Isuzu exited in the 1990s, focusing on SUVs, pick-ups and heavy trucks, forced by an economic downturn. Since Mitsubishiâ€™s own portfolio is looking similarly weighted, it wouldnâ€™t surprise me if it chose to follow suit, its brand too tarnished, with too little brand equity, to continue.
As one of HM the Queen’s loyal and humble servants, I wish her a happy 90th birthday and include this YouTube video of one of her most memorable moments of recent times. A bit of the ‘Dambusters March’ can’t go wrong, either. It shows the Queen to have a particularly good sense of humour.
Above: Facebook’s latest move: ensuring that notifications for messages go to its own app. If you choose not to install it, tough. (Actually, you can reach your messages if you had bookmarked your old message index, and through some digging you can still get there. However, your old habit of clicking on the number won’t work any more.)
I notice that Facebook has dropped to third in Alexa this week, but none of the tech press has covered it.
I know the usual arguments: Alexa isn’t the best way of measuring audience stats; everyone (including us) has dropped because of the way Firefox has changed its status bar, thereby omitting a lot of users from its sample; Facebook itself will have recorded no real drop in user numbers (though we also know a lot of these so-called active users are bots and spammers, as we see heaps each day); and that Alexa doesn’t capture mobile data, where people are spending far more time these days.
It does seem rather hypocritical, however, given that the same tech press applauded and wrote heaps of articles when Facebook overtook Google in Alexa. Some hailed it as the rise and rise of Facebook. There were tones of how unassailable it had become.
However, its number-one position was remarkably fleeting and it quickly dropped back to second, where it has been for years, apart from that one blip.
Facebook’s position has been usurped by Google’s YouTube. I make no predictions on whether this is fleeting or not, but it doesn’t look good for Facebook. I just don’t see any YouTube hate out there. If you dislike reading the comments from the world’s keyboard warriors sitting in their underwear at home, a few cookie settings will render them invisible. YouTube becomes a remarkably tolerable site.
Earlier this month, a report found by my friend William Shepherd showed that personal sharing on Facebook had dipped by 21 per cent.
I have said for years that ‘Facebook is the new Digg,’ a place where news is shared, not personal updates, though it appears it has taken a while for the company to realize this. Looking at some of the bugs on the site over the years, I’m not surprised Facebook missed it: for months it acted as though its entire user base was in California, with the website stuck at the end of each month till it got to the 1st in its home state. Now it is kicking users off over fake malware accusations when it’s more likely, and this is my guess based on how the site has behaved over the years, that its databases are dying. Liking, sharing and commenting fail from time to time.
Given this, and its many other problemsâ€”including the breach of policies outlined by some of the groups it participates in, impacting on user privacyâ€”no wonder it’s experiencing this drop.
I see personal updates again that I saw a day before, because relatively few of my 2,300 friends write them any more. The trend has shifted, and a lot of users must have noticed what I did many years ago.
At Medinge Group we have long advocated transparency in brands, and Facebook’s actions run counter to a lot of what we have proposed.
We believe that sooner or later, people wise upâ€”something we said about Enron at one of the first meetings I attended in 2002.
In fact, the way Facebook behaves tends to be combative, and for a 21st-century firm, its attitudes toward its user base is very 20th-century, a “them and us” model. It’s not alone in this: I’ve levelled similar accusations against Google and I stand by them. Since my own battle with them over malware, and a more recent one over intellectual property (where I was talking to a Facebook employee who eventually gave up when things got into the “too hard” basket), I’ve found dozens of other users via Twitter who have been kicked off the service, yet are running clean, malware-free machines. The blog post I wrote on the subject has been the most-read of the pieces I have authored in 2016, and certainly the most commented, as others face the same issue.
While both giants will claim that they could not possibly have the sort of one-to-one relationship with their user bases in the same way as a small business can, it’s clear to me that big issues aren’t being flagged and dealt with at Facebook. When I read the link Bill sent me, my first reaction was, ‘Why did it take so long for someone there to realize this?’
Let’s not even get started on the way both companies treat paying their fair share of tax.
It’s not about the number of people experiencing any given issue, it’s about the severity of the issue that a small number of people experience. By the time a larger vocal minority experiences it, the damage has gone a lot further.
Facebook does listen to some of these cases: I remember when it limited bot reports to 40â€“50 a day, at a time when it was not uncommon to find hundreds a day on the site. I complained, and after a few months, Facebook did indeed remove this limit.
But I regard that as an exception.
Its forced downloads of so-called malware scans that even its supplier refuses to answer for (could they have nefarious purposes?), and now the latest last weekâ€”ensuring that all message notifications in a mobile browser link to its Messenger app, resulting in a 404 for anyone who does not have it installedâ€”are rendering the website less and less useful. In my case, I just use it less. We’re not going to download privacy-invading apps on our phoneâ€”we’re busy enough. We want to manage our time and if that means we only get to Facebook messages when we are at our desks, then so be it. Some might abandon it altogether.
Its other move is ceasing the forwarding from www.facebook.com to m.facebook.com on mobile devices, so if you had the former bookmarked, you’re not going to see anything any more. Some browsers (like Dolphin) came with the former bookmarked. Result: a few more legit users, who might not know the difference, gone. If there’s no trust, then regardless of the money you have, you’re not a top brand, nor one that people really wish to associate with.
Facebook, of course, knows some of this, which is why it has bought so many other firms where there’s still personal sharing, such as Instagram and Whatsapp.
It knows if there’s another site that comes along that gets public support, as it did when it first started, people will abandon Facebook en masse.
Curiously, even this past week alone, it seems intent to hurry them along. There must be some sort of corporate goal to see if it can reach fourth, just like Flight of the Conchords.
As he has done so many other times since we encountered each other in 2001, Simon Anholt has articulated my thoughts on governance and politics much better than I can through his ventures. I think this puts a very good context on why I ran my mayoral campaigns the way I did, and for that matter, a good deal of my own businesses. The ideas here are in line with what we believe at Medinge Group, tooâ€”more on that in an upcoming post. We live in a connected, globalized planetâ€”and the sooner our leaders wake up to this fact, and the positive potential it brings, the better.
How can we better organize ourselves as seven thousand million people? My belief has been: if we can start at a city level, we can bring about change.