Posts tagged ‘marketing’


Business as usual at Wikipedia

27.12.2019

I know Wikipedia is full of fiction, so what’s one more?

   I know, you’re thinking: why don’t you stop moaning and go and fix it if it’s such a big deal?
   First up, for once I actually did try, as I thought the deletion of a sentence would be easy enough. But the site (or maybe my own settings) blocks me from editing, so that’s that.
   Secondly, it reinforces this blog post.
   This one sentence was presumably written by a New Zealander, and one who knows very little, though they have more editing privileges than me.
   Like the 12-year-old ‘Ford CE14 platform’ piece that only got corrected after I posted on Drivetribe, I have to ask: what possesses someone to invent fiction and to be so sure of themselves that they can commit it to an encyclopædia? (Incidentally, subsequent Wikipedians have reintroduced all the errors back on to the Ford page since editor Nick’s 2017 effort to correct it—you simply cannot cure Wikipedia of stupid.)
   I know we aren’t being set very good examples by American politicians (on both sides) and by British ones these days, but surely individual citizens have some sort of integrity when they go online to tell us how great they are?
   For the record, the Familia nameplate was never used here in the last generation for a new car—you only see it on Japanese imports. Secondly, the three-door BH shape was only ever sold here as a Ford Laser, never a Mazda—Familia, 323 or otherwise.
   “Post-truth” is nothing new: it’s been the way of Wikipedia for well over a decade. It was all foreshadowed online.
   It still begs the question why I don’t see such callous edits on the German or Japanese editions of that website.

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Posted in cars, culture, internet, marketing, New Zealand | No Comments »


How to come third in a mayoral election

14.09.2019

One mayoral candidate recently asked me for my advice. I won’t name who it is, since I want those who contact me to know I’ll keep their communications in confidence.
   Now, the first thing to do is to get a time machine and ask me the same question 18 months earlier.
   But I can only provide tips for coming third in Wellington:

• have forward-thinking policies;
• appeal to thinking voters of all ages;
• resonate with younger voters who are most affected by them;
• frighten the establishment with common sense.

   I can’t advise how to win since I didn’t. Presumably it is to do the opposite of my approach?

• Use rose-coloured glasses;
• appeal to non-thinking voters of all ages;
• resonate with older voters more likely to vote;
• suck up to the establishment.

   This is with the greatest respect to many previous winners, who actually didn’t do all these things. But they make for a couple of fun Tweets.
   I repeat the call to administer the Voigt-Kampff test to all candidates.

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Posted in humour, internet, leadership, New Zealand, politics, Wellington | 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 »


Keeping the Victoria in Victoria University of Wellington

08.08.2018

 

A letter I penned today to Prof Grant Guilford, Vice-Chancellor of Victoria University of Wellington. I support the official adoption of a Māori name (I thought it had one?) but removing Victoria is daft, for numerous reasons, not least the University’s flawed research, dealt with elsewhere.

Wellington, August 8, 2018

Prof Grant Guilford
Vice-Chancellor
Victoria University of Wellington
PO Box 600
Wellington 6011
New Zealand
 

Dear Prof Guilford:

Re. Name change for Victoria University of Wellington

There have been many arguments against why Victoria University of Wellington should change its name. Count me in as endorsing the views of Mr Geoff McLay, whose feedback the University has already received.
   To his comments, I would like to add several more.
   First, since I graduated from Vic for the fourth time in 2000, branding—a subject I have an above-average knowledge of, being the co-chair of the Swedish think tank Medinge Group and with books and academic articles to my name—has become a more bottom-up affair. In lay terms, all successful brands need their community’s support to thrive. Not engaging that community properly, and putting forth unconvincing arguments for change when asked, fails ‘Branding 101’ by today’s standards. I don’t believe those of us favouring the status quo are a minority. We’re simply the ones who have engaged with the University.
   As an alumnus, I have a great deal of pride in ‘Vic’, so much so that I have returned to support many of its programmes, namely Alumni as Mentors and the BA Internships. The University’s view of market-place confusion is, to my mind, a defeatist position, one which says, ‘Oh, there’s confusion, so let’s cede our position to the others who lay claim to “Victoria”.’ That’s not the attitude that I have toward our fine university.
   The alternative is to stand firm and build the brand on a global scale, something that is more than possible if the University were to adopt some lessons from international marketing and branding.
   I have done it numerous times professionally, and for New Zealand companies with strictly limited budgets, and the University has an enviable and proud network of alumni who, I suspect, are willing to help.
   Vic has told us for years it is ‘world-class’, and I expect it to stand by those claims—including confidence in its own name, not unlike the great universities in the US and UK. A lot of it is in the way the brand is positioned. Confidence goes a long way, including confidence in saying, ‘This is the real Victoria.’
   Kiwis are adept at being more authentic, something which a strong branding campaign would highlight.
   As alumnus, and fellow St Mark’s old boy, Callum Osborne notes, if there is to be a geographic qualifier, New Zealand has far more brand equity than Wellington, so if a change is to occur, then ‘Victoria University of New Zealand’ is an appropriate way forward.
   ‘University of Wellington’ says little, and there are Wellingtons elsewhere, too.
   This isn’t about apeing others, but being so distinct in the way the University communicates, symbolizes and differentiates itself to all of its audiences. To be fair, I have only seen pockets of that since graduating, yet I believe it is possible, and it can be unlocked.
 

Yours respectfully,
 

Jack Yan, LL B, BCA (Hons.), MCA

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Posted in branding, culture, marketing, New Zealand, Wellington | No Comments »


If FCA kills Chrysler today, then it’s another chapter of a company weakening its brands

01.06.2018

There’s a rumour circulating that Fiat (specifically, Fiat Chrysler Automobiles, or FCA) will kill the Chrysler marque today.
   The range currently consists of two models: the ageing 300 and the relatively fresh Pacifica.
   It seems to be another step in the mismanagement of car marques, especially US ones, something I wrote about many years ago when Condé Nast Portfolio was still running. (Note: it was a published letter to the editor, not an article.)
   Marques do disappear, but when the wrong ones get killed off, long-term it leaves the company in a weaker state.
   DaimlerChrysler found that out in the early 2000s when it decided Plymouth was surplus to requirements. Suddenly, its entry-level budget brand was gone—a very bad move when the recession hit later that decade. Plymouth had been conceived as a low-priced line that kept Chrysler afloat during the Depression.
   DaimlerChrysler then found itself having to sell Plymouth products under the Chrysler marque, which was traditionally the priciest between Plymouth, Dodge and Chrysler.
   Today’s Chrysler resembles, at least in market ambition, the one of old, where it offers reasonably good quality vehicles, with Plymouth a distant memory.
   It also offers Fiat a relatively premium brand in the US market. It’s not Jeep, Ram or Dodge, all of which have very different brands, messages and brand equity.
   The fact it is light on product could have been solved long ago if Fiat had adopted the sort of platform-sharing that is now commonplace in the car world—you only have to look at Volkswagen and the Renault–Nissan Alliance, now Renault Nissan Mitsubishi. Even Jaguar Land Rover is realizing economies of scale with Jaguar SUVs and a car-like Range Rover (the Velar).
   While Chrysler found that the 200 had flopped, there was always room for a premium, American SUV to take over from the Aspen, for example. If Jeep can build SUVs on Punto and Giulietta platforms, why couldn’t Chrysler, aimed at very different buyers?
   The truth is that Fiat has a very confusing platform strategy, something I alluded to in earlier posts both here and in Drivetribe, and there appear to be no signs of bringing any harmony to the mess.
   The firm hasn’t been properly merged, and not enough thought has been given to reducing platforms, and sharing them between marques. There’s more in common on this front between Fiat and British Leyland than between Fiat and Volkswagen, which it once vied with to be Europe’s number-one.
   The domestic range has cars on platforms shared with Ford, Chrysler and GM, not to mention OEM vehicles from Mazda, Mitsubishi and Peugeot. I might not love SUVs, but the public does, and the Fiat range is light on them. There’s not enough of a global effort, either: the Ottimo and Viaggio are Italian-styled, based on the Alfa Romeo Giulietta (or more specifically the Dodge Dart), and they are only sold in China—a ridiculous situation when Fiat doesn’t have a CD-segment saloon in any other market. The rationalization of the range in South America has helped, with the Argo and Cronos streamlining a confusing array of Palio, Linea, Siena and Grand Siena models, but they bear little resemblance to the models on offer in Europe.
   Lancia, which had benefited from Fiat platforms, is practically dead, its 500-based, Polish-made Ypsilon being deleted this year. As models at Lancia died out, they were not replaced. Yet things could have been so much better, had Fiat allowed Lancia the sort of freedom it needed to sell Italian luxury and innovation. Those values are different from Alfa Romeo’s, yet through its conduct, Fiat seems to think that if Alfa and Lancia have similar prices, then they must vie for similar buyers. They never did. It seems to believe that costs will be saved through axing marques and model lines, which can be true in some cases—but those cases tend to presume that what remains, or what replaces them, is stronger.
   I’m not being a Luddite or pining for the “good old days” when it comes to Chrysler. I hold no romantic notions for the brand. But I do know that once they’re gone, the firm doesn’t necessarily find its resources are freed up to pursue surviving lines. It finds that it’s lost a segment that it once fielded.
   It’s sadder to realize that Chrysler, as a group, was much stronger in the early 1990s, with record development times and good platform-sharing. Plymouth was in the process of developing its own identity—the PT Cruiser and Prowler heralded a new retromodern design language that was to spread throughout the range, while utilizing the same platforms as Chryslers and Dodges.
   Fiat itself, too, was a strong company at this same period, riding high on great styling, with a reinvigorated line-up. Think Bravo, Brava, Barchetta, Coupé Fiat, 456, Quattroporte, Delta, Dedra, Kappa, 145, 146, GTV and Spider. A lot of these vehicles were talked-about, and considered some of the most stylish in Europe.
   Last year, in Europe, luxury marques Mercedes-Benz, BMW and Audi all outsold Fiat, supposedly a mass-market brand. Its market share in Italy and Brazil, traditionally places where it was strong, has continued to dip.
   In the US, it’s the same story, with Mercedes-Benz, BMW and Audi all outselling Chrysler both last year and year-to-date.
   It’s all very romantic, and good press, to show off premium Alfa Romeos and Maseratis, or money-making Jeeps, but many of these models don’t donate any of their architecture to Fiat’s troubled brands.
   In 2018, when you see that certain Fiat marques aren’t getting access to platforms, you have to wonder why—especially when so many other big players don’t place such restrictions on their brands.
   A new 500 and Panda might be around the corner, but we’ll need to see far more logic applied to the business, especially with Alfa’s Mito and Giulietta looking more dated, Fiat’s range in a mess, and Chrysler barely making an effort in China, a market where its sort of positioning would have attracted luxury-conscious buyers who might prefer foreign brands, such as Buick.
   Even if Chrysler gets a stay of execution, Sergio Marchionne’s successor will have a very tough job ahead.

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Posted in branding, business, cars, China, marketing, USA | 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 »


Cambridge Analytica is merely Facebook’s ‘smaller, less ambitious sibling’

14.04.2018

Beyond all that had gone on with AIQ and Cambridge Analytica, a lot more has come out about Facebook’s practices, things that I always suspected they do, for why else would they collect data on you even after you opted out?
   Now, Sam Biddle at The Intercept has written a piece that demonstrates that whatever Cambridge Analytica did, Facebook itself does far, far more, and not just to 87 million people, but all of its users (that’s either 2,000 million if you believe Facebook’s figures, or around half that if you believe my theories), using its FBLearner Flow program.
   Biddle writes (link in original):

This isn’t Facebook showing you Chevy ads because you’ve been reading about Ford all week — old hat in the online marketing world — rather Facebook using facts of your life to predict that in the near future, you’re going to get sick of your car. Facebook’s name for this service: “loyalty prediction.”
   Spiritually, Facebook’s artificial intelligence advertising has a lot in common with political consultancy Cambridge Analytica’s controversial “psychographic” profiling of voters, which uses mundane consumer demographics (what you’re interested in, where you live) to predict political action. But unlike Cambridge Analytica and its peers, who must content themselves with whatever data they can extract from Facebook’s public interfaces, Facebook is sitting on the motherlode, with unfettered access to staggering databases of behavior and preferences. A 2016 ProPublica report found some 29,000 different criteria for each individual Facebook user …
   … Cambridge Analytica begins to resemble Facebook’s smaller, less ambitious sibling.

   As I’ve said many times, I’ve no problem with Facebook making money, or even using AI for that matter, as long as it does so honestly, and I would hope that people would take as a given that we expect that it does so ethically. If a user (like me) has opted out of ad preferences because I took the time many years ago to check my settings, and return to the page regularly to make sure Facebook hasn’t altered them (as it often does), then I expect them to be respected (my investigations show that they aren’t). Sure, show me ads to pay the bills, but not ones that are tied to preferences that you collect that I gave you no permission to collect. As far as I know, the ad networks we work with respect these rules if readers had opted out at aboutads.info and the EU equivalent.
   Regulating Facebook mightn’t be that bad an idea if there’s no punishment to these guys essentially breaking basic consumer laws (as I know them to be here) as well as the codes of conduct they sign up to with industry bodies in their country. As I said of Google in 2011: if the other 60-plus members of the Network Advertising Initiative can create cookies that respect the rules, why can’t Google? Here we are again, except the main player breaking the rules is Facebook, and the data they have on us is far more precise than some Google cookies.
   Coming back to Biddle’s story, he sums up the company as a ‘data wholesaler, period.’ The 29,000 criteria per user claim is very easy to believe for those of us who have popped into Facebook ad preferences and found thousands of items collected about us, even after opting out. We also know that the Facebook data download shows an entirely different set of preferences, which means either the ad preference page is lying or the download is lying. In either case, those preferences are being used, manipulated and sold.
   Transparency can help Facebook through this crisis, yet all we saw from CEO Mark Zuckerberg was more obfuscation and feigned ignorance at the Senate and Congress. This exchange last week between Rep. Anna Eshoo of Palo Alto and Zuckerberg was a good example:

   Eshoo: It was. Are you willing to change your business model in the interest of protecting individual privacy?
   Zuckerberg: Congresswoman, we have made and are continuing to make changes to reduce the amount of data …
   Eshoo: No, are you willing to change your business model in the interest of protecting individual privacy?
   Zuckerberg: Congresswoman, I’m not sure what that means.

   In other words, they want to preserve their business model and keep things exactly as they are, even if they are probably in violation of a 2011 US FTC decree.
   The BBC World Service News had carried the hearings but, as far as I know, little made it on to the nightly TV here.
   This is either down to the natural news cycle: when Christopher Wylie blew the whistle on Cambridge Analytica in The Observer, it was major news, and subsequent follow-ups haven’t piqued the news editors’ interest in the same way. Or, the media were only outraged as it connected to Trump and Brexit, and now that we know it’s exponentially more widespread, it doesn’t matter as much.
   There’s still hope that the social network can be a force for good, if Zuckerberg and co. are actually sincere about it. If Facebook has this technology, why employ it for evil? That may sound a naïve question, but if you genuinely were there to better humankind (and not rate your female Harvard classmates on their looks) and you were sitting on a motherlode of user data, wouldn’t you ensure that the platform were used to create greater harmony between people rather than sow discord and spur murder? Wouldn’t you refrain from bragging that you have the ability to influence elections? The fact that Facebook doesn’t, and continues to see us as units to be milked in the matrix, should worry us a great deal more than an 87 million-user data breach.

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It’s as though Statistics New Zealand set up this year’s census to fail

04.03.2018

You have to wonder if the online census this year has been intentionally bad so that the powers that be can call it a flop and use it as an excuse to delay online voting, thereby disenfranchising younger voters.
   It’s the Sunday before the census and I await my access code: none was delivered, and I have three addresses at which this could be received (two entries to one dwelling, and a PO box). If it’s not at any of these, then that’s pretty poor. I have been giving them a chance on the expectation it would arrive, but now this is highly unlikely.
   And when you go to the website, they claim my browser’s incompatible. I disagree, since I’m within the parameters they state.

   This screen shot was taken after I filled out a request for the access code yesterday. Statistics NZ tells me the code will now take a week to arrive, four days after census night. Frankly, that’s not good enough.
   While I’ve seen some TV commercials for the census, I’ve seen no online advertising for it, and nothing in social media. My other half has seen no TVCs for it.
   Going up to the census people at the Newtown Fair today, I was handed a card with their telephone number and asked to call them tomorrow.
   You’d think they’d have people there at the weekend when we’re thinking about these things. Let’s hope I remember tomorrow.
   And I’m someone who cares about my civic duty here. What about all those who don’t? Are we going to see a record population drop?
   I’m not alone in this.

   They’ll be very busy, as Sarah Bickerton Tweeted earlier today (the replies are worth checking out):

and there are a lot of people among her circles, myself included, who don’t have the access code. Kat’s story is particularly interesting (edited for brevity):

   Online systems are robust and can be successful.
   It’s just that they need to be backed up by people with a will to make things succeed, not people who are so intent on making them fail.

PS.: Jonathan Mosen’s experience with this census as a blind person makes my issues seem insignificant. Fortunately, for him, Statistics New Zealand came to the party.—JY

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Social media: not the evolution you might have expected

01.02.2018

I’m getting a buzz seeing how little I update social media now. Around February 2016 I began updating Tumblr far less; I’ve gone from dozens of posts per month to four in December 2017 and seven in January 2018. (Here’s my Tumblr archive.) Facebook, as many of you know, is a thing of the past for me (as far as my personal wall is concerned), though that was helped along by Facebook itself. However, I’m still a pretty heavy Instagram user, and I continue to Tweet—though with Twitter’s analytics telling you how much you’re up or down over the previous month, it might be a challenge to see if I can get that down by 100 per cent next. (It won’t happen any time soon, but if Twitter continues on its current path over its policies, it might come sooner rather than later.)
   I’m wondering if the next badge of honour is how much you can de-socialize yourself, and for those of us with web presences (such as this blog), bringing traffic to your own spaces. Why? It’s all about credibility and authenticity. And I’m not sure if the fleeting nature of social media provides them, at least not for me.
   Now in an age where so many are trying to be an “influencer”, then wouldn’t we expect the tide to turn against the shallow, fleeting posters in favour of something deeper and more considered? After all, marketing seeks authenticity—it has for a long time. What is authentic about a social media influencer who changes clothes multiple times a day out of obligation to sponsors? Even if they reach millions, did it really connect with audiences on a deeper level or did it simply seem forced?
   I can understand how, initially, social media were real connectors, allowing people to connect one on one and have a conversation. It seemed logical that marketing would head that way, going from one-to-many, to something more personalized, then (as Stefan Engeseth has posited for a long time) to one where brand and audience were on the same side, trying to find shared values (let’s call it ‘oneness’). At a time social media looked like it would help things along. But has it really? Influencers are less interested in being on the same side than being on the other side, in an adaptation of the one-to-many model. It’s just that that model itself has become democratized, so a single person has the means of reaching millions without a traditional intermediary (e.g. the media). There’s nothing really wrong with that, as long as we see it for what it is: a communications’ channel. Nothing new there.
   Some are doing it right in pursuing oneness with their audiences by posting just on a single topic, updating honestly about their everyday lives—my good friend Summer Rayne Oakes comes to mind with her Homestead Brooklyn account, and has stayed on-message with what she stands for and her message for over a decade. Within the world of Instagram, this is a “deeper” level, sharing values in an effort to connect and be on the same side as her audience. However, she isn’t solely using Instagram; other media back her up. Hers is a fantastic example of how to market and influence in the context I’m describing, so there is still a point to these social media services. But for every Summer Rayne there are many, many who are gathering attention for no values that I can fathom—it has all been about the numbers of followers and looking attractive.
   I haven’t a problem with their choice—it is their space, after all—but we shouldn’t pretend that these are media that have allowed more authentic conversations to take place. Marketers should know this. These messages aren’t customized or personalized. Algorithms will rank them so audiences get a positive hit that their own preferences are being validated, just like any internet medium that places us in bubbles. The authenticity is relative: because no party has come between the communicator and the audience, then it’s unfiltered, and in that respect it’s first-hand versus second-hand. But how many times was that message rehearsed? How many photos were taken before that one was selected? It’s “unreality”.
   There are so many such social media presences now, and crowded media are not places where people can have a decent connection with audiences. Some with millions of users—I’m thinking of young models—might not even be reaching the target audience that companies expected of them. Is what they wear really going to be relevant to someone of the opposite sex browsing for eye candy? That isn’t a genuine conversation.
   Don’t look to my Instagram for any clues, either—I use it for leisure and not for marketing. I don’t have the ambition of being a social media influencer: I’m happy with what I do have to get my viewpoints across.
   And I don’t know what’s next. I see social media decentralizing and people taking charge of their privacy more, even if most people are happy to have the authorities snoop on their conversations. Mastodon has been pretty good so far, because it hasn’t attracted everyone. The few who are there are having respectful conversations, even if posts aren’t reaching the numbers they might on Twitter, and mutual respect can lead to authenticity. If, as a marketer, that’s not what you seek, that’s fine: there are plenty of accounts operating on audience numbers but not genuine conversations—as long as you know what you’re getting into. But I believe marketing, and in particular branding, should form real relationships and dialogue. Not every life is the fantasy shown in social media—we know that that’s not possible. One politician has coined the term ‘fake news’; and social media have “fake lives”, in amongst all the bots.
   If these media become known for shallow connections “by the numbers”, then even those doing it right, forming those genuine conversations, may be compelled to move on, or at least value the social media services less because of what their brands stand for. Email is a great medium still, and you can still have great conversations on it, but email marketing isn’t as “sexy” as it was in the mid-1990s, because there’s more spam than legit messages. It takes skill to use it well and to build up a proper, consented email list. Social media are getting to a point where some big-number accounts are associated with shallowness, and the companies themselves (e.g. Facebook and Twitter) have policies and conduct that have the potential to taint our own brands.
   In 2018, as at any other time, doing something well takes hard work. There is no magic medium.

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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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