Posts tagged ‘car’


The 1970s: when TV shows were New

12.11.2019

As a child of the 1970s, I was exposed to this English word: new. Now, before you say that that isn’t anything special, for some reason, in the ’70s, there was an obsession with newness. It wasn’t like the news (by this I mean the plural of new) of Amsterdam or Zealand, but an adjective that was adapted to really emphasize that you should pay attention and consume, consume, consume.
   Perhaps the earliest exposure was a Tomica model I had: the Blue Whale Crown. The base plate and box read ‘Toyota New Crown’. Even as a child, I wondered: what happens to the old Crown models? And what happens to this Crown model when a new new Crown comes out? It didn’t matter: Toyota wanted us to live in the present and bask in the newness, and back in the early 1970s, this Crown certainly looked like nothing that had come from Toyota prior, or since. It was almost saying, ‘Yes, we know it looks weird, but hey, it’s “new”, so that means it’s good!’
   The real car flopped (relatively speaking; they still shifted plenty given top Japanese managers still needed transportation), and it was the last generation of Crown to be sold in the US, but to me it remains iconic, even if it is garish. After a mere three years on sale, very short even by Japanese standards, its ‘New’ successor emerged in 1974 with all the idiosyncrasies gone. Conservatism ruled in this segment, at least till fairly recently. The old toys hung round, still ‘new’, so even if your parents bought you one in 1975 or 1976, you could still relish the adjective.
   It wasn’t a case of Japlish. It was all over television as well. When we emigrated here, the Anglophone television introduced me to The New Dick Van Dyke Show. Never mind that I had never seen the old Dick van Dyke show at this point. This was the white-haired man doing the New Zealand Fire Service PSAs. Everyone knew him. And why was it The New? Because we needed to be told that despite the same network in its home country (CBS), Dick van Dyke wasn’t playing Rob Petrie, but a new character altogether. Please don’t take this as a continuation of the previous one.




Here are the News: The New Dick Van Dyke Show; The New Perry Mason; and The New Avengers.

   Van Dyke, in his autobiography, recounts a fan coming up to him berating him for leaving Laura (Mary Tyler Moore’s character from the earlier The Dick Van Dyke Show), so it’s not as though the qualifier worked; goodness knows how the same fan would have computed The Mary Tyler Moore Show, on the same night as The New Dick Van Dyke Show. Maybe that was proof that Rob had left Laura or vice versa and they were forging ahead with their separate lives.
   The New Dick Van Dyke Show wasn’t alone. A couple of years later, there was The New Perry Mason (1973), starring Monte Markham in the title role (though no one ever called him ‘New’). The Fred Steiner theme was nowhere to be heard. I’ve seen a few of these, and they are pretty good in a 1970s sort of way—which is to say more exterior filming and more flash cars (product placement was growing) on the back lot and on location. To make it more confusing, when Perry Mason returned in a bunch of TV movies in the 1980s, starting with Perry Mason Returns, it wasn’t Markham, but original actor Raymond Burr once more. You see, it wasn’t The New Perry Mason Returns.
   The New Perry Mason starred a different actor, so I can comprehend its Newness, and at least the presence of another actor underscored this. It didn’t do that well, which is probably why hardly anyone remembers it. Probably more people remember Markham as the Seven Million Dollar Man. I’m not kidding.
   One that I do remember extremely well was The New Avengers, in 1976. Again, given when I was born, I had no exposure to The Avengers, but The New Avengers was a favourite of mine then, and I bought the DVDs when I saw them decades later. Unlike the other two series, this was a direct continuation, though it wasn’t explained just how John Steed returned to Earth after Tara King blasted them both into space when they had their Endgame in 1969; but we do know they enjoyed Laurent Perrier champagne when they got back. It’s a third definition of new as far as the TV shows were concerned, with the same motive: if you want to be seen as in, hip and groovy, come watch the new.
   Perhaps more obscure were one-off TV movies: Halloween with the New Addams Family (1977), which had the same cast (grandmother aside, as actress Blossom Rock was ill), and where the new serves no useful purpose other than attempting to sell us on newness where there is none; and The New Maverick (1978), which sees the return of James Garner as Bret and Jack Kelly as Bart, though there’s no sign of Roger Moore as Beau (presumably too busy being James Bond) and Robert Colbert as Brent, but it did introduce a first cousin once removed called Ben Maverick (Charles Frank). I imagine Ben is the new Maverick, and a short-lived TV series, Young Maverick, did appear afterwards.
   No one really did much more New shows after this—it seemed to be a 1970s phenomenon. With one exception: CI5: the New Professionals in the 1990s, an attempt to recapture the glory days of The Professionals but winding up more like episodes of Bugs. There, new sort of meant old, reminding us that some of the writing and directing was out of step with late 1990s’ audience expectations; and, with the greatest of respect, showed that certain parties were past their prime. By then, we had had seven episodes of Bodyguards, which perhaps showed how a modern-day Professionals might be. All that needed was to be “laddified” for the FHM audience, at least in theory, and certainly, after 9-11, there may have been some scope for an élite, globally coordinated, anti-terrorist squad (which is what The New Professionals suggests the fictional CI5 unit morphed into, probably to accommodate its backers and the South African location filming in some episodes). But in 1998, there was less of an appetite for revival shows, especially when the top-rated series were ER and Friends, and the Americans were a year away from The Sopranos. Britain, meanwhile, was gripped with the tension of Who Wants to Be a Millionaire? and the FHM lads were more than catered for by Babes in the Wood.

PS., December 6: How could I forget this item of regular childhood viewing? From the US, in 1979.

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Posted in cars, culture, interests, TV, UK, USA | No Comments »


Volvo: boxy, but good

02.07.2019

Long before Mad Men, and before I got into branding in a big way, I had an interest in advertising. One of the greatest send-ups of the industry was the 1990 Dudley Moore starrer Crazy People, set in the advertising industry against a politically incorrect—actually, cruel and inaccurate—look at mental health. It’s one of those films that could never be made today, and for good reason. But there are some gems in it, as Moore’s character, Emory Leeson, embarks on “honest advertising”. It gets him committed to a facility—who ever heard of an advertising agency telling the truth, right?—until his ads become a hit, welcome by consumers who don’t want BS.
   I came across this wonderfully copywritten and set ad from a PR professional in London trying to sell his Nan’s 1981 Volvo 244DL:

   It’s bloody good. The copy kept me engaged—like all good ads used to—and he’s done a reasonably good job with the Volvo Broad headline typeface (it was wider back in the day). The body text type should be Times rather than Baskerville, but considering the exact cut of Times isn’t available digitally (to my knowledge; it’s for larger text, and has very short descenders), there’s no wonder he opted to use another family.
   It got me thinking: I’ve often posted the Crazy People Volvo ad in comments, as a humorous response. However, the ad doesn’t exist in a decent res online. The only ones that have wound up online are from screen captures from the movie. This 22 kbyte file is actually the best one around, save for one on the Alamy stock photo website that I found after the fact:

   I couldn’t re-create the image—I assume the only person who has it (or had it) is the art director of the film, or the photographer that was commissioned—but maybe I could have a go at the type?
   The digital Volvo Broad had to be widened 25 per cent, and I didn’t attempt to match the kerning.
   The body type was the interesting one. I opted for Times Headline, since it wasn’t at a text size, but as I discovered, Volvo used a particular cut that had short descenders and was slightly condensed. I tried to match the leading.
   Therefore, here it is, offered under Creative Commons with attribution to me for the typesetting, please, while noting the image is not mine:

   And sometimes, I use my powers for good.

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Posted in cars, humour, marketing, typography | No Comments »


A very humble 3,800th entry on Autocade

28.04.2019

We almost never plan which car winds up being the x hundredth model entered into Autocade, and here’s proof.

   The humble, boxy Mazda Demio (DY) was the 3,800th entry in Autocade. It makes a nice change from all the SUVs that have found their way on to the database in recent months, even if it isn’t the most inspiring vehicle.
   The vehicles either side of the Demio weren’t terribly interesting, either: the Sol E20X (the Volkswagen badge-engineered JAC iEV7S) and the current Fit-based Honda Shuttle. But if you want to be complete (we want to, even if we’re far away from it), you have to include the everyday workhorses.

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Posted in cars, China, interests, internet, media, publishing | No Comments »


Capturing a buyer: some advice to Renault New Zealand

01.01.2019

2017 Renault Captur

On this Pope Gregory Arbitrary Calendar Start Day, I wrote to a contact of mine at Renault New Zealand.
   In mid-2018, I joked that, since Renault had no dealers in Wellington (never mind what’s listed on their website—the only people who can see a dealer there are psychic mediums), I could sell them out of my house.
   Today, I may well have gone some way toward doing that, as someone I know would like a test drive of a first-gen Captur after I put it into her consideration set. After all, I put my money where my mouth is with Renault, so when I recommend one, I do so with some authority.
   In the same note, I detailed some observations about Renault New Zealand’s marketing. I have since forwarded it to their top man in the country.

   • Renault NZ’s marketing has been really stop–start over the years. Every time it feels like there’s a revival, there’s a ra-ra moment that lasts a few months, then nada. Just in the last decade and a half I can think of Clio IIIs being pushed, including a giveaway in the Herald, and the price was right, then nothing. There was some talk about pushing the Mégane III at the turn of the decade, and again it fizzled out. (You may know that in 2010, IIRC, Renault sold 14 cars that year.) The Instagram account itself is an example of a flurry of activity, then it goes quiet for ages.
   • I know within the group there are other brands that management see as more profitable, but I see massive untapped potential. You know you’ve got it right with Captur and Koleos: relative to the promo budget you are moving them, and that says the product is what Kiwis want. It’s worth investing in, and I reckon you should get fans like me, and the South Island club that’s quite active, to help you push it. Land Rover does well with its loyalists in Britain, and I think this is something Renault really needs to do—reach out to us and get some word of mouth going. If I have got you one sale already, there are many others who’d do the same.
   • Kiwis want to see continuity in model lines, which is why the Auris never became the Auris here—Toyota NZ was smart enough to keep the Corolla name going. Fiat’s fatal mistake is letting so many model lines die: not that long ago, it killed every passenger car range in New Zealand in favour of just the 500. Loyalists who bought Bravos and Puntos had nothing to trade to. When the Punto came back—actually a totally different car and a far less advanced Indian import—the goodwill had gone. There’s the same danger here with all those old Mégane, Scénic and Clio buyers of the 2000s. There aren’t many as loyal as me who take matters into their own hands and do a private import. So do think about continuing some lines. Captur will get your Clio buyers, but us Mégane ones have nowhere to go. Fluence was a flop (eight in NZ all up?) but as heated as the C-segment is, not everyone wants a Corolla, 3 or Golf. It might still be worth bringing in lesser Méganes, and the wagon will get those lifestyle buyers. A well-specced wagon would actually have very few rivals in NZ, if pricing and marketing are right (again, get the fans involved). Alaskan will work—but only if we truly see that Renault is here to stay.

   I concluded all that with, ‘And I reckon Hiroto Saikawa is dodgy and he was trying to cover up his own incompetence by framing his old boss and mentor. But that’s another story.’
   Even if I sold one car, I might become the city’s top Renault seller. ‘If you find a better car, buy it.’

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Posted in business, cars, marketing, New Zealand, Wellington | No Comments »


Autocade hits 14,000,000 page views, and we start a YouTube channel

13.10.2018


Above: Behind the scenes of the Škoda Karoq road test for Autocade.

I hadn’t kept track of Autocade’s statistics for a while, and was pleasantly surprised to see it had crossed 14,000,000 page views (in fact, it’s on 14,140,072 at the time of writing). Using some basic mathematics, and assuming it hit 13,000,000 on May 20, it’s likely that the site reached the new million in late September.
   The site hadn’t been updated much over the last few months, with the last update of any note happening in early September. A few more models were added today.
   Since I’ve kept track of the traffic, here’s how that’s progressed:

March 2008: launch
April 2011: 1,000,000 (three years for first million)
March 2012: 2,000,000 (11 months for second million)
May 2013: 3,000,000 (14 months for third million)
January 2014: 4,000,000 (eight months for fourth million)
September 2014: 5,000,000 (eight months for fifth million)
May 2015: 6,000,000 (eight months for sixth million)
October 2015: 7,000,000 (five months for seventh million)
March 2016: 8,000,000 (five months for eighth million)
August 2016: 9,000,000 (five months for ninth million)
February 2017: 10,000,000 (six months for tenth million)
June 2017: 11,000,000 (four months for eleventh million)
January 2018: 12,000,000 (seven months for twelfth million)
May 2018: 13,000,000 (four months for thirteenth million)
September 2018: 14,000,000 (four months for fourteenth million)

   In May, the site was on 3,665 models; now it’s on 3,755.
   As the increase in models has been pretty small, there’s been a real growth in traffic, and it’s the third four-month million-view growth period since the site’s inception.
   We’re definitely putting in more crossovers and SUVs lately, and that’s almost a shame given how similar each one is.
   With my good friend Stuart Cowley, we’re extending Autocade into video segments, and here’s our first attempt. It’s not perfect, and we have spotted a few faults, but we hope to improve on things with the second one.

   If you’re interested, you can subscribe to the Autocade YouTube channel here. Of course, given my concerns about Google, the video also appears at Lucire’s Dailymotion channel. Once we get a few more under our belt and refine the formula, we’ll do a proper release.
   And, as I close this post, just over 10 minutes since the start, we’re on 14,140,271.

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Posted in business, cars, internet, media, New Zealand, publishing, technology, Wellington | No Comments »


Ford to stop selling passenger cars in the US and Canada, save for Mustang and Focus Active

26.04.2018


The Ford Focus Active: by the turn of the decade, this will be the only four-door passenger car Ford will sell in the US and Canada

In a surprise move, Ford has announced that it will cease selling passenger cars in the US and Canada by the early 2020s, excepting the Mustang and the Focus Active.
   The announcement was actually for ‘North America’ but as Ford of México does a reasonable trade on Figos and Fiestas, it’s hard to see the policy be uniform right across the continent.
   It’s a cost-cutting exercise, designed to save $25,500 million in five years, and trucks and SUVs simply make more money for them. Small cars mean small profits. In fact, car sales lag those of the F-series, Escape and Explorer in the US. Shares have risen on the news.
   That means Americans and Canadians will say goodbye to the Fiesta, Fusion (the four-door sedan counterpart to the Mondeo) and Taurus, the last of which is already superseded in China. If you liked the cooking RS and STs, then too bad. Lincolns are losing money for Ford, too, so maybe the Continental will vanish—given the Fusion is history, the MKZ will follow. That doesn’t leave much in the Lincoln line-up.
   My initial reaction was that the economies of scale would worsen: if you’re not developing for a global market, will development costs be successfully amortized in the same period? We have, however, seen the Japanese do reasonably well with products strictly for the North American market, e.g. certain Acuras and Hondas that are sold only in their neck of the woods. We also know most of the costs of the car are in the platform and architecture, and Ford has shown decent adaptability, particularly with the C519 Focus (the recently released Mk IV).
   Ford says the cuts will come from sales and marketing, engineering and product development, as well as material costs, manufacturing and IT, in that order, according to Automotive News.
   The fact that product development and engineering rank so highly there is worrying to me.
   They’re bandying the word efficiency about a lot, and that always has me worried. That’s the word you used to hear from corporate raiders like Slater Walker. Things can look efficient while they’re being weakened.
   CEO Jim Hackett says he’s feeding the healthy parts of the business, ‘and deal decisively with the parts that destroy value.’
   While it’s true that the crossover, SUV and truck markets are strong, as they are in many parts of the world, I can’t help but think that Ford isn’t preparing itself for tougher future scenarios.
   Energy crises can come unpredictably, for one. Ford was late to the downsizing game in the 1970s because it saw the dollar signs with big cars. By 1977, GM had stolen a real march on Ford. By the turn of the decade, Chrysler was back from the brink with fuel-efficient cars while Ford sailed into the red.
   Chrysler found itself too truck- and SUV-heavy with the recession of the late 2000s, and its entry-level nameplate Plymouth had already vanished, thanks to mismanagement by Daimler earlier in the century.
   While there’s not always a need for a full line—AMC taught us that extending yourself too far isn’t always wise—I wonder if Ford is leaving itself vulnerable.
   Crossovers like the Escape, which might outsell the Fusion, are being beaten in the market-place by the likes of the Toyota RAV4, so it’s not as though Ford is that strong in all the markets it wishes to remain in.
   GM, having pulled out of Europe and Russia, might be in better shape because of its position in China. Ford trails GM when it comes to its Chinese footprint, although it will remain in Europe.
   Ford’s Jim Farley says the company is looking at new types of vehicles that are spacious, versatile and economical, which hopefully will fill the gap should economic surprises surface. Because you need something cheap to hook buyers and get them to the brand. That’s not going to happen if Focus Active is the smallest car in the line-up.
   Ford is likely to have these on global platforms. But that signals to me a real need to remain strong in R&D. Failing that, Ford is looking to partner up with someone, and it may already have an idea who that is.
   I am speculating here, since I don’t have any figures outlining what proportion of revenue is devoted to that area.
   Nevertheless, this sounds like an appeasement of Wall Street.
   That leaves one concern over nameplates. Ford has successfully introduced nameplates over the years because the product was right: Cortina, Mustang, Escort, Capri, Fiesta and Focus among them. But it has also failed by killing nameplates and replacing them with ones that had no real goodwill, such as Five Hundred and Freestyle.
   Whatever Ford has in mind, I hope for their sake that the new product is compelling, as much as the Mustang and Fiesta were when they appeared on the market. Both emerged in the wake of economic recessions, with Ford innovating because it had to.
   In this century, Alan Mulally’s time at Ford had a measured, sensible approach, where you could understand the future. There are question marks over what Hackett has planned, and usually we have some clue what these new products will be four years out. All I know of is that the Ranger will make it to the US again, boosting truck sales, but that’s hardly an innovation. That’s just filling a market niche with familiar product.
   Will Ford do Brasil come up with something that can be sold in both North and South America? Perhaps the next-generation Ecosport?
   There are lessons in history that shouldn’t be ignored, and Ford has one of the most interesting pasts of any car maker. There is, however, a feeling from the announcement that this heralds a time of retrenchment, as its profits fall globally, and net income in the US rising for the first quarter in part due to a lower tax rate.
   Remember, Isuzu also once thought it was a good idea to stop selling passenger cars and focus on SUVs and trucks. And they’re no longer around in North America.

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Posted in business, cars, China, globalization, marketing, USA | 2 Comments »


The path of least resistance: we humans aren’t discerning enough sometimes

04.02.2018

I came across a thread at Tedium where Christopher Marlow mentions Pandora Mail as an email client that took Eudora as a starting-point, and moved the game forward (e.g. building in Unicode support).
   As some of you know, I’ve been searching for an email client to use instead of Eudora (here’s something I wrote six years ago, almost to the day), but worked with the demands of the 2010s. I had feared that Eudora would be totally obsolete by now, in 2018, but for the most part it’s held up; I remember having to upgrade in 2008 from a 1999 version and wondering if I only had about nine years with the new one. Fortunately, it’s survived longer than that.
   Brana Bujenović’s Pandora Mail easily imported everything from Eudora, including the labels I had for the tables of contents, and the personalities I had, but it’s not 100 per cent perfect, e.g. I can’t resize type in my signature file. However, finally I’ve found an email client that does one thing that no other client does: I can resize the inbox and outbox to my liking, and have them next to each other. In the mid-1990s, this was one of Eudora’s default layouts, and it amazed me that this very efficient way of displaying emails never caught on. I was also heartened to learn from Tedium that Eudora was Apple co-founder Steve Wozniak’s email client of choice (‘The most important thing I use is Eudora, and that’s discontinued’). I’m in good company.
   However, this got me thinking how most users tolerate things, without regard, in my opinion, to what’s best for them. It’s the path of least resistance, except going down this path makes life harder for them.
   The three-panel layout is de rigueur for email clients today—all the ones I’ve downloaded and even paid good money for have followed this. Thunderbird, Mailbird, the oddly capitalized eM. All have had wonderful reviews and praise, but none allow you to configure the in- and outbox sizes. Hiri’s CEO says that’s something they’re looking at but right now, they’re not there, either. Twenty-plus years since I began using Eudora and no one has thought of doing this, and putting the power of customization with the user.
   But when did this three-panel layout become the standard? I can trace this back to Outlook Express, bundled with Windows in the late 1990s, and, if I’m not mistaken, with Macs as well. I remember working with Macs and Outlook was standard. I found the layout limiting because you could only see a few emails in the table of contents at any given time, and I usually have hundreds of messages come in. I didn’t want to scroll, and in the pre-mouse-wheel environment of the 1990s, neither would you. Yet most people put up with this, and everyone seems to have followed Outlook Express’s layout since. It’s a standard, but only one foisted on people who couldn’t be bothered thinking about their real requirements. It wasn’t efficient, but it was free (or, I should say, the licence fee was included in the purchase of the OS or the computer).
   ‘It was free’ is also the reason Microsoft Word overtook WordPerfect as the standard word processor of the 1990s, and rivals that followed, such as Libre Office and Open Office, had to make sure that they included Word converters. I could never understand Word and again, my (basic) needs were simple. I wanted a word processor where the fonts and margins would stay as they were set till I told it otherwise. Word could never handle that, and, from what I can tell, still can’t. Yet people tolerated Word’s quirks, its random decisions to change font and margins on you. I shudder to think how many hours were wasted on people editing their documents—Word can’t even handle columns very easily (the trick was usually to type things in a single column, then reformat—so much for a WYSIWYG environment then). I remember using WordPerfect as a layout programme, using its Reveal Codes feature—it was that powerful, even in DOS. Footnoting remains a breeze with WordPerfect. But Word overtook WordPerfect, which went from number one to a tiny, niche player, supported by a few diehards like myself who care about ease of use and efficiency. Computers, to me, are tools that should be practical, and of course the UI should look good, because that aids practicality. Neither Outlook nor Word are efficient. On a similar note I always found Quattro Pro superior to Excel.
   With Mac OS X going to 64-bit programs and ending support for 32-bit there isn’t much choice out there; I’ve encountered Mac Eudora users who are running out of options; and WordPerfect hasn’t been updated for Mac users for years. To a large degree this answers why the Windows environment remains my choice for office work, with Mac and Linux supporting OSs. Someone who comes up with a Unicode-supporting word processor that has the ease of use of WordPerfect could be on to something.
   Then you begin thinking what else we put up with. I find people readily forget or forgive the bugs on Facebook, for example. I remember one Twitter conversation where a netizen claimed I encountered more Facebook bugs than anyone else. I highly doubt that, because her statement is down to short or unreliable memories. I seem to recall she claimed she had never experienced an outage—when in fact everyone on the planet did, and it was widely reported in the media at the time. My regular complaints about Facebook are to do with how the website fails to get the basics right after so many years. Few, I’m willing to bet, will remember that no one’s wall updated on January 1, 2012 if you lived east of the US Pacific time zone, because the staff at Facebook hadn’t figured out that different time zones existed. So we already know people put up with websites commonly that fail them; and we also know that privacy invasions don’t concern hundreds of millions, maybe even thousands of millions, of people, and the default settings are “good enough”.
   Keyboards wider than 40 cm are bad for you as you reach unnecessarily far for the mouse, yet most people tolerate 46 cm unless they’re using their laptops. Does this also explain the prevalence of Toyota Camrys, which one friend suggested was the car you bought if you wanted to ‘tell everyone you had given up on life’? It probably does explain the prevalence of automatic-transmission vehicles out there: when I polled my friends, the automatic–manual divide was 50–50, with many in the manual camp saying, ‘But I own an automatic, because I had no choice.’ If I didn’t have the luxury of a “spare car”, then I may well have wound up with something less than satisfactory—but I wasn’t going to part with tens of thousands of dollars and be pissed off each time I got behind the wheel. We don’t demand, or we don’t make our voices heard, so we get what vendors decide we want.
   Equally, you can ask why many media buyers always buy with the same magazines, not because it did their clients any good, but because they were safe bets that wouldn’t get them into trouble with conservative bosses. Maybe the path of least resistance might also explain why in many democracies, we wind up with two main parties that attract the most voters—spurred by convention which even some media buy into. (This also plays into mayoral elections!)
   Often we have ourselves to blame when we put up with inferior products, because we haven’t demanded anything better, or we don’t know anything better exists, or simply told people what we’d be happiest with. Or that the search for that product costs us in time and effort. Pandora has had, as far as I can fathom, no press coverage (partly, Brana tells me, by design, as they don’t want to deal with the traffic just yet; it’s understandable since there are hosting costs involved, and he’d have to pay for it should it get very popular).
   About the only place where we have been discerning seems to be television consumption. So many people subscribe to cable, satellite, Amazon Prime, or Netflix, and in so doing, support some excellent programming. Perhaps that is ultimately our priority as a species. We’re happy to be entertained—and that explains those of us who invest time in social networking, too. Anything for that hit of positivity, or that escapism as we let our minds drift.

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Posted in business, cars, culture, design, internet, politics, publishing, technology, USA | 2 Comments »


The last American Falcon

25.01.2018

I’m fascinated by the 1970½ Ford Falcon for a number of reasons. The first is the obvious one: rarity. This car was built for only half a model year, from January to August 1970. If you think it looks like a contemporary Torino, you’re right: it’s basically a very stripped-down Torino. Yet you could spec it with any of the engines from the Torino, including the 429 in³ V8 (and some did). Which brings me to the second reason: why would anyone really bother with it, if you could get a Torino for a bit more? (That answers why this car only lasted half a model year.) And that leads me to the third reason: what was going through Ford’s mind at the time? That’s where it gets interesting.
   At this time, Ford was undergoing managerial changes, with Henry Ford II firing Bunkie Knudsen (who had been lured away from GM). That happened in September 1969, by which time the decision to go ahead with the Falcon had already been made. This is, in other words, a Knudsen initiative.
   Federal regulations made the 1966–70 Falcon obsolete because it had a dash-mounted starter—the rule was that they had to be in the column. However, it’s curious that Ford made this call to put the Falcon nameplate on a mid-sizer, considering it had made its name as an ‘economy’ car (by US standards). If you read the brochure, you’ll find that this was all about size. Ford bragged that the car was 2 ft longer. Yet for this half-model year, it was still marketed as an ‘economy’ car.
   I imagine as the US headed into the 1970s, there was no sign of the fuel crisis on the horizon, so there was nothing wrong about size. Why not spoil the average Falcon buyer, used to a smaller car, with something much larger? Hadn’t upsizing already happened on every other model line out there—by this point the Mustang was about to grow into a monstrosity with massive C-pillars and terrible rear visibility?
   Ford (and the other Big Four makers) had been known to blow one model line up, then start another little one, and the Maverick had already been launched for 1970, and was now doing the compact work. By that logic, Falcon could grow more, even though other solutions might have been to either replace the Falcon with the Maverick or simply shift the Falcon nameplate to the Maverick—but both would have involved “downsizing”, and in 1970 that was not in the US car industry’s vocab. The panic hadn’t set in yet.
   Fourthly, this is a beautiful shape. Unnecessarily big (till you consider it had to accommodate the 429), but a beautiful shape. The 1970s hadn’t really started in earnest, so we hadn’t seen some of the really garish shapes that were to come. This has that 1960s classicism coupled with 1970s uncertainty. There’s still some optimism with jet-age inspiration, but the lack of practicality foreshadowed the style-first, single-digit mpg “road-hugging weight” cars that were round the corner, cars which no one truly needed but Detroit, in its optimism (or blindness), believed Americans did. There’s still something very honest about the last US Falcon. After this, only the Australians and Argentinians kept things alive, but those are other stories.

Also published at Drivetribe.

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It took a little longer, but Autocade reaches 12 million views

03.01.2018

It’s a little disappointing to note that Autocade has taken slightly longer to reach 12 million page views: it ticked over to its new milestone earlier today. I really had hoped that we’d get there before 2017 was out, but it was not to be.
   Part of it might have been the slower rate of models being put up—life’s been busy, and a site that earns a fairly small amount of money compared to our other businesses doesn’t warrant as much time. But 100 models have gone up since June 2017, when Autocade reached its 11 million milestone, with the 3,600th model the Nissan Rasheen (and no, I didn’t plan this one—it’s quite an oddball vehicle).
   So here’s the running tally as I’ve been keeping on this blog, for really no reason other than pedantry.

March 2008: launch
April 2011: 1,000,000 (three years for first million)
March 2012: 2,000,000 (11 months for second million)
May 2013: 3,000,000 (14 months for third million)
January 2014: 4,000,000 (eight months for fourth million)
September 2014: 5,000,000 (eight months for fifth million)
May 2015: 6,000,000 (eight months for sixth million)
October 2015: 7,000,000 (five months for seventh million)
March 2016: 8,000,000 (five months for eighth million)
August 2016: 9,000,000 (five months for ninth million)
February 2017: 10,000,000 (six months for tenth million)
June 2017: 11,000,000 (four months for eleventh million)
January 2018: 12,000,000 (seven months for twelfth million)

   It’s a shame that the four-month time-frame needed to reach 11 million could be an anomaly rather than part of a trend.
   I also wonder whether the odd PHP error—we have had quite a few since we began hosting at AWS—has impacted on search-engine rankings. However, server management has become far, far more complex over the last couple of decades, and the controls I see at AWS mean nothing to me as someone outside the computing industry. The help pages may as well be in Serbian. The notion that software gets easier to use and the expectation that this level of computing would become democratized have not come to pass, certainly not over the last 10 years. It seems the industry wants to sew things up for itself, and the last thing needed are amateurs like me getting into the nuts and bolts. I’m not Facebook or Google: I can’t afford heaps of employees to look after this stuff. (Or, in Google’s case, maybe a couple here and there.)
   Incidentally, I may begin removing the sharing links under each headline soon. I’m concerned about the standard Facebook ‘like’ button tracking readers, and there are Po.st links under ‘Share this page’ to the top left of this page (if browsing via desktop) if you want to show Facebook friends something from here. Po.st does have its own cookies (linked to a company called Radium One), but it’s far easier to opt out of those through their site. I’m unconvinced that anyone can opt out of Facebook’s data collection.

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Wikipedia corrects serious error after 12 years

05.11.2017

Well done, Wikipedia, you got something right. It only took you 12 years.
   Nick, who appears to be a senior editor at the site, fixed up the complete fabrication that a user called ApolloBoy entered about the ‘Ford CE14 platform’ in 2005, after I wrote a pretty scathing piece on Drivetribe about Wikipedia’s inadequacies, in part based on an earlier blog post I wrote here.
   I am grateful to Nick who I expect saw my story.
   However, errors still abound, and as I pointed out in Drivetribe, another user called Pmeisel, who appears to have been an automotive industry professional, said back in February 2005 there was a real confusion between development codes and platforms on Wikipedia.
   While Nick has largely fixed the problem—he has noted that it was the European Ford Escort of 1990 and its derivatives that CE14 should refer to, and not much earlier American cars—there remains the lesser one that there is still no such thing as a ‘Ford CE14 platform’, just as there is no such thing as a ‘Ford C170 platform’, and so on.
   Ford did not use these codes to refer to platforms, they used them to refer to specific models.
   Let’s see if the Wikiality of this page will at least begin to disappear from the ’net, 12 years after ApolloBoy made up some crap and allowed it to propagate to the extent that some people regard it as fact.
   I have enquired into Wikipedia from time to time, enough to know it is full of mistakes. But the errors do seem to happen far more often in the Anglophone one. Perhaps those of us who speak English are more willing to commit fictions to publication. Goodness knows we have seen an example in print, too. Does this culture lend us to being far less precise with a poorer concern for the truth—and does that in turn lead to the ease with which “fake news” winds up in our media?

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