I have to admit I get a bit bored of those crying foul now that MG will launch an SUV, one which seems to have some parallels with the Ssangyong Korando C (left).
They say that MG should have made sports cars as part of its revival, and that the brand should not adorn a bunch of Chinese-made saloons and an upcoming SUV.
Letâs look at a few hard facts.
MG did make a sports car when NAC, and later SAIC, took over. It was the British TF design. And they sold fewer than 100 cars per year in the 2007â11 period, despite it being the cheapest roadster on the market in China. It wasnât just Chinese buyers who ignored them: the TF was the first model revived at Longbridge, with very keen pricing, and hardly any Britons touched them, either.
So if you were a business and you were confronted with decent sales of your saloon cars and dismal sales of your sports car (after building a whole new factory for them), where do you place your efforts?
You give the people what they want.
Whatâs surprising is that this is hardly unprecedented in MG history. There have been MG saloons for a good part of its existence, but right now, there are parallels with the 1980s. Then, the MGB had died in 1980, and Austin Rover decided it would launch a range of sporting saloons based on the humble Metro, Maestro and Montego. Thatâs no different to todayâs MG range of the 3, 5 and 6âthereâs even a 7, based on the old MG ZT.
And globally, but more importantly, in MGâs domestic and key export markets, SUVs are selling strongly.
Again: you give the people what they want.
I was one of the very few people who wrote that I believed the Porsche Cayenne would be a huge hit at the turn of the century, and that the Porsche brand could survive such an extension. I was right.
MGâs brand can easily be extended, given that it has had a less focused history than Porsche. At two points during its British ownership, it sold estates, for goodnessâ sakeâonce in New Zealand, with the Montego-based MG 2Â·0 SL, and toward the end of the Phoenix Four era, with the MG ZT-T.
A good deal of estate buyers now eye up SUVs, and that is simply a trend that SAIC is following.
A sports car may follow in time. There will be a fastback based on the Auris-like MG 5, and not a moment too soon. A âproperâ sports car could come if the rest of the range does well. SAIC isnât run by mugs, and they know the heritage of the MG brand.
MG sister brand Roewe has been voted the best in service and customer satisfaction among car dealerships, beating even the foreign-branded competition in China, while the Roewe 350 topped its class for customer satisfaction, according to the China Quality Association. The MG 3 came second in its segment.
Weâre talking about the most competitive car market on earth, and the Chinese equivalent (as far as I can make out) of the J. D. Power survey.
Those accolades are things that BMC, BL, Austin Rover, Rover Group and MG Rover could only dream about, especially through the 1970s.
Iâd rather people give SAIC the acclaim it deserves for giving MG a decent go where the British and the Germans had failedâand for putting money where its mouth is.
Posts tagged ‘history’
I have to admit I get a bit bored of those crying foul now that MG will launch an SUV, one which seems to have some parallels with the Ssangyong Korando C (left).
This came up today at Victoria University where an old client of ours asked about my 2013 campaign. I remembered there was something about education that I wanted to address at the time.
One of the stranger emails during 2013 came from a former classmate of mine at Rongotai College. A brilliant guy at his sporting code, and from memory, a fair dinkum bloke. Unfortunately, he gave a fake return address, so I was unable to get my email to him (even though I wrote one of those ‘Hey, great to hear from you after all these years’ replies). He’s not on Facebook, either.
His message went along the lines of why I never mention Rongotai College in my biographies, and criticized me of snobbery and being ashamed of the place.
Those who know me know that I have little time for snobbery.
It was odd since in my publicity during both elections, Rongotai College is mentionedâno more and no less than the two private schools I attended. You only had to go as far as the third line in the bullet points in my bio to find Rongotai there. That was the case with all my 2010 brochures and in my 2013 Vote.co.nz profile. (My 2013 fliers had less room and my schoolingâanywhereâwas omitted.) And it regularly came up in speeches, especially at my fund-raisers, which were held at Soi, co-owned by an old boy.
I admit that sometimes I say, in conversation, that I was ‘Dux at St Mark’s and Proxime Accessit at Scots,’ simply because ‘School Certificate at Rongotai’ doesn’t say a heck of a lot about me. It’s normal just to talk about where you finished each stage of your education.
For the same reason, I skip my Bachelor of Commerce degree since I did honours and then a Master of Commerce and Administration. I also skip Man Kee Kindergarten in Kowloon, Hong Kong, where I won the tidiness award at age three.
I’m sure I wouldn’t find his fifth form sporting achievements on his CV.
I assume he didn’t check the footer to this website, under ‘Connected organizations’, since he didn’t make it to the third line in my bio. There, I only mention St Mark’s and Scotsâfor the simple reason that these are schools I still work with: I serve on the alumni associations of both. My hands are full now with two upcoming centenaries, but: Rongotai College has simply never asked me.
I’m wondering whether the writer himself has a bit of a chip on his shoulder about the place. Might he have reason to believe it was inferior if the other two were “Ă©lite”?
Rongotai College did, let’s face it, have some issues in those days.
On the plus side, the sporting record is decent. The fact that opera singer Ben Makisi came out of there during that time is another proud moment.
Rongotai College showed me the importance of being my own man, and understanding peer pressure, to which it is unnecessary to succumb. I never did.
The first guys to help me out in business were my mates at Rongotai, such as Matthew Breen and Andrew Bridgeâand Andrew and I have stayed in touch.
Rongotai College also showed that for every racist dickwad there was a rugby-playing Samoan or Tongan student capable of metering out justice.
However, and I hate to say this, it also demonstrated leadership dysfunction in those days. There were serious senior management problems that filtered down to the rest of the place, which I witnessed, though some teachers thankfully remained steadfast.
During that era, Rongotai was less than nurturing despite the best efforts of some of its teachers, such as Will Meehan (who helped shape my writing style in my fifth form when I began thinking about working in media, and endured my extra practice in my exercise books) and Dave Reynolds.
So when I was offered a half-scholarship on the strength of my School Certificate marks, I took it.
However, the Ă©litist tag, for either St Mark’s or Scots, is inaccurate.
While I enjoyed St Mark’s and Scots more than my time at Rongotai, it’s daft to call either Ă©lite. There were many parents, who did not come from money, who worked hard to send us there. At any of the private schools I attended, none of my contemporaries felt they were above the others. I did, interestingly, encounter this behaviour at Rongotai, where being in the A-stream went to a few lads’ heads.
My time at Scots was better for me, since there was a culture where each student should seek out his own path and excel at the things they loved the most. That’s not a function of money, it’s a function of leadership and education. There was also greater camaraderie,.
Headmaster Keith Laws may have his criticsâhe hinted as much at the leavers’ assembly to meâbut these aspects of Scots remained firm. Perhaps it was cultural, or perhaps he engendered them. Regardless, I thank him for his decisionâthe buck stopped at the head’s officeâfor granting me that scholarship.
Finally, if I was trying to bury my Rongotai connection, I certainly wouldn’t have been seeking out a lot of the lads on social networks over the years. Or attended the funeral of the father of one of the old boys in 2013.
So, for the record, no, I’m not ashamed of my past.
When I proposed free wifi as a campaign policy in 2009, it was seen as gimmicky by some. I wasnât a serious candidate, some thought. But those ideas that have demand, such as wifi, have a way of becoming mainstream. The gimmicky tag is lost.
Just as it was lost with the microwave oven, the compact disc, or the cellular phone.
Not that the wifi idea was anything that new. Nor was it that original. It was simply a logical thing to propose for anyone who had done a spot of travelling (perhaps I did more than my rivals that time?), and had seen the potential of having the internet on tap to those using mobile devices. (The irony of this is, of course, I was not a regular user of mobile devices, at least not till they got to the technology that I expected of them.) If by providing such infrastructure, others could benefit, then was there anything to lose?
Former Wellington mayor Mark Blumsky had a target to make our city the first capital in the world to be half-wired, that is, to have half its population on the internet. In the 1990s, when people were still wondering what on earth the internet was, that seemed an unnecessary goal. But leadership demands that one stays ahead of the curve, otherwise what point is there? If people wanted leaders to be reactive, then they may as well vote same-again politicians.
Iâm still pushing for extending wifi, especially in the places where library funding cuts have hurt resources for Wellingtonians. During a recent visit to the Johnsonville library, where staff could not discuss the impact of the cuts, I at least solicited the librariansâ belief that their places of work were used by all sectors of the community. Every age, every culture. And this library was particularly buzzing, as a community library should be.
Itâs going to take rebuilding our business sectorâwhich forms a good part of the only published mayoral campaign manifesto to dateâto at least get our economy moving and our ratesâ base less dependent on citizens. But on the library issues, extending wifi into certain suburbs can help, especially those hardest hit by the cuts. Provide an uncapped service for those accessing certain educational sites, for instanceâitâs technically not that hard to distinguish those from merely social ones.
Weâve seen how the waterfront system is used through the year, and how it helps people connect. But as with the original system, it sends a signal to others, including those wanting to invest in our city, that Wellington is open to high-value, high-tech businesses. Why should our suburbs not receive the same âopen for businessâ invitation?
Collaboration, after all, helps fuel the human mind, toward new ideas and innovations.
On that note, too, other things can be open. The 2010 campaign saw my support for open source. Itâs still there, since I work with both commercial and open-source platforms myself. Iâve seen first-hand, through a mash-up competition I helped on a few years back (I mentored one of the winners), how providing open data gets creative juices flowing.
So why not, in line with all of the above, make our bus and train data open to the public? Presently, Metlink wonât be releasing its real-time information (RTI) to the public, but if it did, potentially, an innovative Wellington company can use these data for live maps, for instance. Find out more information than the RTI that’s being delivered at bus stops. It is called public transport, after all, so why not public data? The most obvious app is a live map of buses that works much like the computer graphics in an Americaâs Cup raceâonce gimmicky, now also mainstream. In fact, itâs demanded by broadcasters. The New Zealand innovation of high-resolution, three-dimensional TV weather maps is now de rigueur around the world, too.
If I can think of something like that, imagine what our really creative, lateral thinkers can come up with.
While some city data are open, we should continue this trend, especially when it comes to data that innovations can stem from. At the risk of sounding trite, ‘It’s limited only by your imagination.’
And what if such technology became so highly demanded that another exporter, another high-growth firm, was created right here in Wellington?
The potential economic impact of âgimmicksâ is very serious indeed.
The last few times Autocade reached a milestone, I blogged about it, and since this one is a bit of a Duesy, it deserves to be recorded.
The car cyclopĂŠdia has reached 2,000 models, with the Opel Kadett D getting us there.
It also passed 2Âœ million page views during DecemberâI noticed it was about to cross 2 million back in March 2012. Not huge numbers if you break it down per day, but for something that was meant to be a hobby site, it’s not too bad. I also notice that it gets cited in Wikipedia from time to time.
The history has been noted here before, especially when I first started it in 2008. It was meant to be an editable wiki, but, sadly, in 2011, the bots became too uncontrollable, and I made the decision to lock down the registration process. A small handful of peopleâI count four, including myselfâhave contributed to the site with content and programming, among them Keith Adams of AROnline and Peter Jobes. A fourth contributor, whose name I have forgotten, provided some early info on Indian cars.
It’s still a bit light on American cars, mostly due to the issues of converting from cubic inches. Some of my references aren’t that accurate on this for the same reason, and I want to make sure that everything’s correct before it’s published. Most US sites just record cubic capacity in litres when metric measures are given, and we need to be more accurate. But we will get there.
Of course, over the years, we have recorded some oddball cars. So, as I did for its fourth birthday, here is a selection. My thanks to Keith and Pete, and to all our readers.
And since I blog less these daysâFacebook (including the fan page), Twitter, Instagram, Tumblr and the rest seem to take more of my attentionâI imagine this is my last entry for 2012. Have a wonderful 2013, everyone!
Rambler by Renault: after Renault bought IKAâs operations in Argentina in the mid-1970s, it inherited a design based on the Rambler American.
Renault Torino. 1975â81 (prod. 100,000 approx. all versions). 4-door sedan, 2-door coupĂ©. F/R, 2962, 3770 cmÂł (6 cyl. OHC). Continuation of Rambler American (1964â9)-based IKA Torino, rebadged Renault after it took over IKA in 1975. Facelift in 1978. Very subtle changes thereafter, with Renault logo eventually displacing the Torino prancing horse. Two versions at the end of its run, the Grand Routier sedan and ZX coupĂ©. A planned, more modern successor never saw the light of day.
Ford by Chrysler: Simca took over Fordâs operations in France in the 1950s, and the model it inherited, the Vedette, stayed in production long enough in Brazil for Chrysler to put its own badges on it when it bought Simca out.
Chrysler Esplanada. 1967â9 (prod. unknown). 4-door sedan. F/R, 2505 cmÂł (V8 OHV). As with Regente, rebadged when Chrysler took over Simca Brasil. Power reduced to 130 PS; comments for Regente apply here, with the principal outward difference being Esplanadaâs higher trim level. Slightly more powerful engine.
Chrysler by Volkswagen: this one is perhaps better known. Chrysler found itself in such a mess by the end of the 1970s that it sold its Brazilian operations to Volkswagen, which eventually rebadged the local edition of the Hillman Avenger.
Volkswagen 1500/Volkswagen 1500M. 1982â91 (prod. 262,668 all versions). 4-door sedan, 5-door wagon. F/R, 1498, 1798 cmÂł (4 cyl. OHV). Facelifted version of Dodge 1500, itself an Argentine version of the Hillman Avenger. Had a good history as a Dodge in the 1970s, and sold on that goodwill as well as robustness; but largely seen as an economy model for VW in the 1980s. Five-speed gearbox from 1988, with air conditioning on more models.
Volkswagen by Ford: as part of the Autolatina JV in Brazil, Volkswagen and Ford rebadged each otherâs models. A similar experiment was happening in Australia between Ford and Nissan, and Toyota and Holden, around this time.
Ford Versailles (B2). 1991â6 (prod. unknown). 2- and 4-door sedan, 3- and 5-door wagon. F/F, 1781, 1984 cmÂł (4 cyl. OHC). Volkswagen Santana (B2) with redone front and rear ends, and addition of two-door sedan and three-door wagon. Part of the Autolatina tie-up in South America between Ford and VW, replacing Corcel-based Del Rey. No different to Volkswagens in that market, with same engines. Wagons called Royale, but five-door only added in 1995. Fairly refined by early 1980sâ standards but ageing by time of launch, though better than Del Rey.
While weâre looking at South America, the Aero-Willys probably deserves a mention. Autocade doesnât have the Ford-badged versions there yet, but it will in due course. Thanks also to acquisitions, Ford wound up with Willys in Brazil, and built a Brooks Stevens-penned design till it was replaced by its own Maverick in the 1970s. Here is that car, with an old platform, but more modern (compared to the 1950sâ version) styling.
Aero Willys 2600 (213). 1963â8 (prod. unknown). 4-door sedan. F/R, 2638 cmÂł (6 cyl. OHV). Rebodied Aero, considered one of the first all-Brazilian cars, originally shown at the Paris Salon the year before. US platform as before, and modern styling by Brooks Stevens, but this shape was unique to Brazil. Engine now with 110 hp. Rear end altered in 1965, and spun off upmarket Itamaraty model in 1966.
I’m not the biggest fan of the Nissan Bluebird, but a milestone happened earlier this month that a lot of the motoring press seems to have missed: the demise of this 53-year-old nameplate.
Starting in 1959, Bluebird has been a mainstay of the Nissan line-up, and even when the traditional Bluebird line finished in its home country in 2001, Nissan kept the name going with the Bluebird Sylphy, a car based around the Pulsar.
This month, with the third-generation Sylphy launching in Japan, after its release in China and Thailand, the Bluebird name disappearedâwhich had been expected, if you examine the evolution of Japanese (and many American) model names. Celica Camry gave way to Camry; Corona Premio gave way to Premio; Chevelle Malibu gave way to Malibu.
So as a tribute to the Bluebird, here are all the ones that are on Autocade. Diehard Nissan fans, of course, know that the lineage continues in a wayâthe Altima line is directly derived from the Bluebird’s, and is its spiritual successor.
Datsun Bluebird/YLN 704 (310/311/312/DP311/DP312). 1959â63 (prod. n/a). 4-door sedan, 5-door wagon. F/R, 988, 1189 cmÂł (4 cyl. OHV). Akiro Sato-styled range, giving Datsun a more contemporary-looking entrant, but still with Anglo influences. More competitive than upright 210, and the first Datsun notching up some decent numbers in export markets. Hugely improved ride and handling. Semi-monocoque body. Larger 1Â·2 (48 hp) still similar to BMC B-series, which had powered Austins that Nissan built under licence, created to head off Volkswagen KĂ€fer, which was doing well in the US. Wagon from 1960, automatic from 1961.
Nissan Bluebird/YLN 705B (410/411). 1963â7 (prod. n/a). 2- and 4-door sedan, 5-door wagon. F/R, 988, 1189, 1299 cmÂł (4 cyl. OHV), 1595 cmÂł (4 cyl. OHC). If the 310 saw export success, then the 410 broke those records convincingly. Pininfarina styling was more globally appealing, especially in the US, and, at home, Bluebird overtook its arch-rival, the Toyopet Corona (T40), in sales. Lighter than predecessor, monocoque construction, longer wheelbase, shorter front and rear overhangs. Carryover engines initially. SS sport sedan in 1964, similar to Deluxe but with two 38 mm Hitachi side-draught carburettors, taking power to 65 hp, and four-speed gearbox. Two-door models in 1964; facelift later that year. In 1965, 411 series, with minor cosmetic changes. SSS (twin SU carbs, 90 hp, 1Â·6 from Fairlady) from 1965, starting a Bluebird tradition that would last till the lineâs demise. Further minor changes in 1966. Range included a Fancy Deluxe model, supposedly targeted at women. Built in Taiwan by Yue Loong as YLN 705B.
Nissan Bluebird/YLN 706 (510). 1967â72 (prod. unknown). 2- and 4-door sedan, 5-door wagon, 2-door coupĂ©. F/R, 1296, 1428, 1595, 1770 cmÂł (4 cyl. OHC). Most famous of all the Bluebirds, thanks to modern OHC engines, excellent performance, and competition history. Four-wheel independent suspensionâthe first for a Nissan. Moved upmarket to accommodate introduction of Sunny in 1966. Seen as more advanced than rival Toyopet Corona (T40). Minor changes to grille in October 1968, coupĂ© added the following month. Largest 1Â·8 added in 1970 for Bluebird SSS. Remained in production even after launch of larger Bluebird in 1971, after which the Nissan Violet filled the role of a smaller mid-size car. Exported as Datsun 510 or Datsun 1600.
Nissan Bluebird U (610). 1971â6 (prod. unknown). 4-door sedan, 2-door coupĂ©, 5-door wagon. F/R, 1595, 1770, 1952 cmÂł (4 cyl. OHC). Bluebird U replaced successful 510 series, which ran alongside for the first year. Not as well loved, with performance emphasis gone, in favour of interior equipment and mid-Atlantic styling. Performance 1800 SSS model from May 1972, with five-speed gearbox; mid-term changes 1973. Two-litre from August 1973, with longer front end. Usually exported as Datsun 160B, 180B and 200B depending on engine size; South Africa called this the Datsun 180U.
Nissan Bluebird/Datsun 200B (810). 1976â81 (prod. unknown). 4-door sedan, 5-door wagon, 2-door coupĂ©. F/R, 1595, 1770, 1952 cmÂł (4 cyl. OHC), 2143, 2393 cmÂł (6 cyl. OHC). Bloated replacement for U series, evolving its predecessorâs styling, mixing sharp angles with a slight coke-bottle. Marketed in 1976 as a heavy-duty car in Japan, and the concept stuck. Not that successful in the home market with the second fuel crisis looming and its mixture of fours and sixes, though sold relatively well abroad. Built also in Australia (from 1978) as Datsun 200B, and exported from Japan to most countries as 160B, 180B and 200B, but called 810 in the US. Long-nose G6 versions housed straight sixes, while the sheetmetal was later used on long-nose G4s with the four-cylinder units after the mid-term facelift in 1978. Twentieth anniversary of the Bluebird nameplate 1979, with special commemorative edition. Production ceased in Japan in 1979, making it the shortest-lived Bluebird there, though continued in Australia to 1981.
Nissan Bluebird (910). 1979â86 (prod. unknown). 4-door sedan, 5-door wagon, 2-door coupĂ©. F/R, 1595, 1598, 1770, 1809, 1952 cmÂł petrol, 1952 cmÂł diesel (4 cyl. OHC), 2393 cmÂł (6 cyl. OHC). Squared-off Bluebird began Nissanâs 1980sâ rise, dropping its alphanumeric model codes in many markets. Badged Datsun for export initially, with Nissan badges appearing in 1981. Sold in US as 810, 810 Maxima, and then Maxima from 1982. Conventional, despite sharp, boxy styling. End of Japanese production 1983. Facelift in Australia in 1985.
Nissan Bluebird (U11). 1983â90 (prod. unknown). F/F, 1595, 1809, 1960, 1974 cmÂł petrol, 1952 cmÂł diesel (4 cyl. OHC), 1998, 2960 cmÂł (V6 OHC). 4-door sedan, 4-door hardtop sedan, 5-door wagon. Boxy front-drive Bluebird, resembling its predecessor. Stylistically out of step with the rounded styling of the 1980s, yet it was Nissanâs mainstay in the mid-sized sector in many markets. Called Maxima in US, with 3-litre V6 and longer nose similar to home-market hardtopsâ and considered sportier than Toyota rivals; other markets made do with smaller engines. Europe received this model for two years until the Nissan Auster (T12) was sold there as the Bluebird from 1985, though the station wagonâlasting into the U12 eraâcontinued there.
Nissan Bluebird (T72). 1987â90 (prod. unknown). 4- and 5-door sedan. F/F, 1598, 1809, 1973 cmÂł petrol, 1952 cmÂł diesel (4 cyl. OHC). Facelift for British version of Auster, now fully built in the UK. Front slightly smoother than Japanese version, with some concessions to 1980sâ trends, though regarded as a dull, domestic-appliance range. Incredibly reliable, earning it adherents.
Nissan Bluebird (U12). 1987â91 (prod. unknown). 4-door sedan, 4-door hardtop sedan. F/F, F/A, 1598, 1809, 1973 cmÂł petrol, 1952 cmÂł diesel (4 cyl. OHC), 1809, 1998 cmÂł (4 cyl. DOHC). Nissan concedes that 1980sâ design was more curvy than it insisted upon for U11. Range included four-wheel-drive and turbocharged (1Â·8 and 2Â·0) models, as well as ATTESA four-wheel-steering option. SR20DET two-litre turbo engine first appeared on ATTESA SSS model. Australian version, Nissan Pintara, had 2Â·4-litre option and some were exported to Japan. Sold as Nissan Stanza in US, though unrelated to Stanzas sold in Japan during the 1980s.
Nissan Pintara (U12). 1989â92 (prod. unknown). 4- and 5-door sedan. F/F, 1974, 2389 cmÂł (4 cyl. OHC). Huge hype leading up to âProject Matildaâ Pintara launchâonly to discover it was just an Australianized U12 Bluebird. Dull, and not a unique car that could take on Mitsubishi Magna. Twinned with Ford Corsair (1989â92). One bonus was a Superhatch (Bluebird Aussie in Japan, Bluebird Sporthatch in New Zealand), designed by Nissan Australia, which made the range look appealing. Quality down from Japanese models and relatively few survive. Last Australian Nissan as company exited local production in 1992.
Nissan Bluebird (U13). 1991â5 (prod. unknown). 4-door sedan, 4-door hardtop. F/F, F/A, 1597, 1839, 1998, 2388 cmÂł (4 cyl. DOHC), 1974 cmÂł diesel (4 cyl. OHC). Most curvaceous Bluebird, looking smaller than predecessor, complemented by more formal ARX hardtop. Sedan sold in US (where it was designed) as Nissan Altima. Rounded shape previewed direction of the larger Nissan Leopard J. Ferie. Range included, as before, ATTESA four-wheel-drive models. No wagon. Not that successful in Japan due to rounded styling; fared better on export. Independent rear suspension, with improvements in handling compared with U12. Centre of this model was used for Chinese EQ7200 series.
Nissan Bluebird (U14). 1996â2001 (prod. n/a). 4-door sedan. F/F, F/A, 1769, 1838, 1998 cmÂł petrol (4 cyl. DOHC), 1973 cmÂł diesel (4 cyl. OHC). Dullest Bluebird, the end of a long-running line. No hardtop this time, only a single boxy sedan that was deemed to be the popular, conservative styleâbut was out of step again with consumer tastes. Shared platform with Nissan Primera (P11), hence a shorter wheelbase and overall length compared with U13. Minor changes in 1997 and 1998, with engine improvements. Fortieth anniversary of Bluebird nameplate in 1999 with limited-edition model. Pulsar-based Sylphy introduced in 2000 as final Bluebirds deleted the following year.
Nissan Bluebird (EQ7200). 2000â5 (prod. unknown). 4-door sedan. F/F, 1998 cmÂł (4 cyl. DOHC). Chinese version of U13 Bluebird but with formal front and rear ends, lengthening car considerably. Built by both Dongfeng Motor Co. (æ±éąš or äžéŁ) and Yulon Motor (YLN, èŁé). Usual Nissan virtues of a good engine and reliability; less inspiring to drive as model geared toward comfort. Updated to EQ7200-II in 2001, EQ7200-III in 2003 and EQ7200-IV in 2004. Last model to wear the Bluebird name without the Sylphy tag. Electric hybrid version (dubbed HEV) without Nissan or Bluebird names, still being trialled as of 2009.
Nissan Bluebird Sylphy/Nissan Sunny/Nissan Sunny Neo/Nissan Sentra (G10). 2000 to date (prod. n/a). 4-door sedan. F/F, 1497, 1769, 1998 cmÂł (4 cyl. DOHC). Typical Japanese sedan, well engineered but not that inspiring. Effectively a four-door Nissan Pulsar (N16) with luxury appointments and a formal grille, appealing to traditional Japanese buyers. Long-running Bluebird name kept alive, but since it was not part of the same lineage, the Sylphy word was attached. Successful, even selling in modified form in Korea as Samsung SM3 (N17), and exported as Nissan Pulsar to some markets. Japanese production to 2005. Called Sentra in Malaysia, where it was facelifted in 2005 and continued in to the 2010s; Egypt assembled this model as Sunny, later Sunny EX.
Nissan Bluebird Sylphy (G11). 2005â12 (prod. n/a). 4-door sedan. F/F, 1498, 1997 cmÂł (4 cyl. DOHC). Second-generation Sylphy, keeping the Bluebird nameplate, dating from the late 1950s, alive (though in Singapore, the Bluebird tag is missing). Although related to the US-market Nissan Sentra (B16), marketed as a rival to the Toyota Camry and Honda Accord in Taiwan. Very roomy and longer than Sentraâ4,610 mm length. As with the Sentra, the Sylphy is on a Renault MĂ©gane II platform. Cast off to China in 2011 as the Dongfeng Fengsheng A60.
Last year, it was quite humorous looking back on 2011 and what appeared on my Tumblr. And since my decade summary in December 2009 was a bit of a hit for some of you, I thought it might be worth a review of the year. In case you thought you missed out on much from the other blog, don’t fret.
My friend Rachel Russell arrives in London. She writes, âWalking around London last night was like being in one of those â80s âdystopian futureâ science-fiction movies. Similar to a zombie apocalypse.â
Lucire blacks out its cover image for SOPA. I say it was like the time Bill Nighy ran headline-only pages in State of Play (the original one, not the Russell Crowe remake). It would affect free speech and the economy, I argued, and urged Americans to act.
I fly to see Players in India, the remake of the remake of The Italian Job. Itâs terrible. Wellington features as itself, but it also doubles unconvincingly for Sydney in some parts.
The Indian PM has bad news for the economy: GDP growth is forecast to be only 7 per cent this year.
Hustle finishes. Itâs the end of an era for silly, one-hour, self-contained, escapist British series. Bring out the Persuaders DVDs. Or Jason King.
Katy Perry used to be a good Brand.
The British can now read headlines such as âFreddie Starr ate my hamsterâ on Sundays now as Rupert Murdoch essentially retitles The News of the World.
Pinterest is buggy. Then it gets redesigned and it looks worse.
Charlie Brooker asks on 10 OâClock Live: âDo you think [Angelina Jolie]âs annoyed that Joseph Kony has abducted more African children than she has?â
Some netizens post a picture of Carl Weathers as George Dillon from Predator; others think thatâs Joseph Kony.
Westpac dĂ©buts advertising which reads, âMind on your money, money on your mind?â but Snoop Dogg does not shift his accounts there.
Skyfall buzz begins on my blog.
The Top Gear boys work on The Sweeney remake and I canât watch the chase scene without thinking, âTurn off the traction controlâ in a Borat accent.
The Avengers dĂ©buts at cinemas but Scarlett Johansson is an unconvincing Emma Peel.
Mitt Romney promises âA better Amerciaâ.
Uh oh: The G. C. This brings back Sir Robert Muldoonâs quotation, âNew Zealanders who emigrate to Australia raise the IQ of both countries.â
Fortunately, Bron or Broen, depending on which side the Ăresund bridge you hail from, becomes my TV viewing for this month.
My bad pun day, in response to a friend watching One Direction and Justin Bieber: âThey seem like nice Bros. Iâm not NâSync with these 5ive New Kids on the Block but Iâll have to Take That as it comes. Never was in to that sort of music when I was younger, being from the East, 17. Part of the West life, I guess. It would be nice if we saw some Backstreet Boys, but they wonât be among the Wanted for viewers.â
As pressure mounts in the Falklands, Sean Lock says in 8 out of 10 Cats, âThe Falklands: it takes 14 hours to get there and itâs just a rock covered in seagull shit.â
The Murdoch Press allegedly writes, âhighlights of his global tour include encounters with Nelson Mandela, an 800-year-old demigod and a dildo collector.â Why one should use the Oxford comma.
This lady is pregnant. Or not.
Sue Chetwin of Consumer New Zealand is quoted as saying, âItâs marketing 101â[Vodafone New Zealand] seem to breach the rules quite regularly and youâd have to hope that these significant fines are a signal to them that they canât continue to do that.â How interesting that I would cite this a few months later.
Campbell Live runs Miss Universe New Zealand Avianca BĂ¶hmâs recordings between her and pageant director Val Lott. Former winners rejoice.
I Tweet, âThere is a rumour that the Olympic closing ceremony will feature âYakety Saxâ and a Benny Hill lookalike to chase the torch off-stage.â
Vogue Italiaâs legendary Anna Piaggi passes away.
The Julian Assange case reaches high gear. Michael Moore and Oliver Stone write in The New York Times, âIf Mr. Assange is extradited to the United States, the consequences will reverberate for years around the world. Mr. Assange is not an American citizen, and none of his actions have taken place on American soil. If the United States can prosecute a journalist in these circumstances, the governments of Russia or China could, by the same logic, demand that foreign reporters anywhere on earth be extradited for violating their laws. The setting of such a precedent should deeply concern everyone, admirers of WikiLeaks or not.â
My friend John Butler writes, âTen years from now, no cyclists will bother showing up at the Tour de France. It will just be a bunch of lawyers gathering in an air-conditioned building for three weeks seeing who has the most money to blow filing lawsuits and discovery motions and subpĆnas.â
Samsung loses to Apple in a California court after a jury rushes to its decision.
J-Lou means Jenna Louise Coleman and her surprise dĂ©but in Doctor Who.
The Sweeney hits cinemas and Britain goes nostalgic.
USA Today launches its redesign.
The return of Alarm fĂŒr Cobra 11 on German TV screens.
Lucire changes its 404 page to help with locating missing persons.
Facebook is accused of revealing private messages when in fact most were wall-to-wall ones that everyone had forgotten about.
Some folks are calling Skyfall âthe best Bond everâ. I donât agree.
Ford Mustang fans have a convention in Wellington.
At Miss Africa Wellington, I say, âUnlike another pageant, the judgesâ decision is final.â
The Rt Hon John Key defends his Hollywood studio tour by saying, âThereâll always be conspiracy theorists out there but Iâm interested in jobs, not people who live in Fantasyland and want to make things up.â
Hong Kong comes to a head over its identity versus the mainlanders who are coming to the city.
I mock up a Jack Reacher promotional image:
Itâs really hard to turn on âDo Not Trackâ in Google Chrome (and it does nothing anyway).
President Barack Obama re-elected for his second term.
First publicity photo of Sarah Munn as Miss New Zealand at World Miss University 2012. Sarah would wind up winning the YouTube vote, but organizers give the prize to the eighth-placed contestant.
There are no Ford Falcons on sale at Capital City Fordâit really looks like Ford is trying to kill its longest-running passenger car line.
Summer Rayne Oakesâs Extinction now available to the public to view on Vimeo.
Kate loves Willy, nek minnit, pregnant.
TV viewers get upset when the Newtown, Conn. shooting cut in to Ellen.
Here’s an article from Autoblog that combines several of the themes I enjoy writing about: cars, leadership, management and education.
I’ve already hinted at this on my Facebook fan page, where I seem to post some of the pithy things these days. I sometimes try to avoid blogging about the same thingâa lot of what you see here are ideas that haven’t changed, especially a lot of the posts about social responsibility and branding.
I don’t want to dissuade anyone from getting higher education but one has to remember: education, especially tertiary education, is meant to open your mind to other possibilities and to get you thinking about them critically. It’s why I enjoyed papers at law school like public law and jurisprudence: both had lecturers (Prof Sir Geoffrey Palmer and Assoc Prof Ian Macduff) who enjoyed a well reasoned argument, even when it didn’t agree with their own thinking. It’s also why I didn’t appreciate banking law, or several other papers, where you had to agree 100 per cent with the lecturer, and to hell with independent thinking.
The MBA, then, can be a blessing and a curse. A blessing for those who treat it as it should be: a skill set, providing a framework, from which to analyse things. A curse for those who believe that certain case studies must be followed religiously, failing to take into account the conditions of their own organizations. Which brings us neatly to the Volkswagen case.
It may be a bit of a simplification to say that MBA thinking killed GM, and Volkswagen has eschewed that to become one of the world’s greatest car manufacturers, but it’s not too far from the truth. If you read period American books on managementâor even one of my favourites, Lee Iacocca’s autobiographyâthere is this idea of what ‘efficiency’ is, usually with a lot of outsourcing, finding cheaper and cheaper bases of manufacture, with another eye on how to raise the share price for the quarter. Not the best way to run a firm, especially when visions need to be set for years, decades or quarter-centuries. I’ve written about that aspect before.
But the way John McElroy puts it in his article, ‘efficiency’ means an absence of overlap and vertical integration, yet with them, Volkswagen AG is the world’s largest car company ‘if you measure it by revenue and profits. Its revenue of $200 billion is greater than every other OEM. Last year’s operating profit of $14 billion is the kind of performance you expect from Big Oil companies, not automakers.’ Yet:
Any efficiency expert would tell you that VW is too vertically integrated, has too much overlap and duplication, and has way too many brands. VW, meanwhile, keeps growing bigger, stronger and more profitable âŠ
Efficiency experts will tell you that on an employee-per-vehicle basis, Volkswagen looks hopelessly inefficient. Financial analysts will tell you that the company woefully trails its competitors on a revenue-per-employee basis. But VW will tell you that it makes more money than any other automakerâby far.
In fact, McElroy goes on to say that Volkswagen looks a lot like the General Motors of Alfred P. Sloanâbefore the MBAs got hold of it.
The idea of ‘efficiency’ is often a misnomer. Most of British industry was dismantled with the mantra of efficiency, essentially giving it up to globalist, technocratic forces, helped along by the Slater Walkers and the governments of the time. Those decades, too, were driven by “experts”âand what resulted was neither efficient nor productive. The decline of British Leyland is perhaps one of the most telling examples of period thinking applied disastrously to the British motor industry, its skilled workers now happily picked up by the Japanese, Germans and Indians.
By all means, if real savings can be had and long-term goals achieved, then efficiency is a wonderful thing. There are areas where technology should aid productivity. But watch out for that word efficiency. It doesn’t always mean what the experts say it meansâand if revenue and profit decline as a result of it, and corporate culture is harmed, then you may be better off heeding the lessons that Volkswagen’s management has. Use that MBA as a framework, not as a playbook.
PS.: I took the same stance when arguing over how to save General Motors, as published as a reader letter in CondĂ© Nast Portfolio magazine when it was still running. Naturally, GM followed the downsizing, brand-stripping route because it’s more efficient. Time will tell.