Sources
Viki Odintcova, via Instagram.
Alexa Breit, photographed by Weniamin Schmidt, via Instagram.
Vickery Electrical advertisement: something I asked my Dad to photocopy for me in the 1980s. Briefly we had one of those Apple II portables, on loan from a colleague of Dad. I can’t recall if it had one disk drive or two, but it was a fun little unit to have in my bedroom for that period. Dad was prepared to buy it if I wanted to keep it, but I didn’t have much software to run, plus I already had the Commodore 64 for schoolwork. Lucire issue 43 cover, photographed by Damien Carney, creative direction and fashion styling by Nikko Kefalas, make-up by Joanne Gair, hair by Kirsten Brooke Anderson, and assisted by Rachel Bell, and modelled by Elena Sartison. Find out more here.
Drew Barrymore quotation from Elephant Journal on Twitter.
I still have plenty of old stamps, which I tend to save for family (though I’m less discerning about those discounted Christmas ones, which I always used to buy in bulk). This is going to my cousin’s daughter and her husband, and their family.
Comments after an article on Buzzfeed News. Business as usual for Facebook.
Happy birthday to our niece Esme!
Tania Dawson promotes Rabbit Borrows, from Instagram.
Bizarre that the only car with a manual transmission on sale at Archibalds is from the 1950s. I’m sure New Zealand was majority-manual into the first decade of this century.
The Dongfeng Aeolus AX7. But just where does Aeolus sit when it comes to indexing in Autocade?
This is something that might have to come out in the wash, and it might take years.
I think we can all agree that Ssangyong is a marque or a make, and Korando is a model. Never mind that there’s currently a basic Korando, the Korando Sports (a pick-up truck) and a Korando Turismo (a people mover), none of which really have much connection with the other, name aside. We are as comfortable with this as we once were with the Chevrolet Lumina and Lumina APV, the Ford Taurus and Taurus X, and the Toyota Mark X and Mark X Zio. So far so good.
But when do these drift into being sub-brands? BMW calls i a sub-brand, but as far as cataloguing in Autocade goes, it doesn’t matter, as the model names are i3 or i8 (or a number of ix models now coming out). Audi’s E-Tron is its parallel at Ingolstadt, and here we do have a problem, with a number of E-Tron models unrelated technically. It’s not like Quattro, where there was the (ur-) Quattro, then Quattro as a designation, and everyone accepted that.
Similarly, the Chinese situation can be far from clear.
Many years ago, GAC launched a single model based on the Alfa Romeo 166 called the Trumpchi. So far so good: we have a marque and model. But it then decided to launch a whole bunch of other cars also called Trumpchi (the original became the Trumpchi GA5, to distinguish it from at least eight others). Some sources say Trumpchi is a sub-brand, others a brand in its own right, but we continue to reference it as a model, since the cars have a GAC logo on the grille, just as the GAC Aion EVs have a GAC logo on the grille. (The latter is also not helped with Chinese indices tending to separate out EVs into ‘New Energy Vehicle’ listings, even when their manufacturers don’t.)
I feel that we only need to make the shift into calling a previous model or sub-brand a brand when it’s obvious on the cars themselves. That’s the case with Haval, when it was very clear when it departed from Changcheng (Great Wall). Senia is another marque that spun off from FAW: it began life with the FAW symbol on the grille, before Senia’s own script appeared on the cars.
The one that confounds me is Dongfeng Aeolus, which was make-and-model for a long time, but recently Aeolus has displaced the Dongfeng whirlwind on the grille of several models. We have them currently listed in Autocade with Dongfeng Aeolus as a new marque, since there’s still a small badge resembling the whirlwind on the bonnet. The Dongfeng Aeolus AX7 retains the whirlwind, but has the Aeolus letters prominently across the back, but to muddle it up, the AX7 Pro has the new Aeolus script up front. These can’t be two different marques but the visual cues say they are.
Maybe we’ll just have to relegate Aeolus back to model status, and do what Ssangyong does with the Korando (or Changcheng with the Tengyi). These are the things that make life interesting, but also a little confusing when it comes to indexing an encyclopædia.
Cash-strapped GM sells passenger car brands to SAIC to focus on trucks and SUVs
and:
SAIC builds passenger-car brand portfolio with Wuling, Baojun, Chevrolet, Roewe, MG, Buick and Cadillac
You can almost think of MG as Pontiac and Roewe as Oldsmobile … With the decimation of the GM line-up globally, and the segments they no longer field (e.g. C-segment cars in many markets), will they even have the investment needed to sustain the car brands?
I know they are saying this was all necessary to fund the electrification of the range and autonomous tech, but isn’t this the same company that nixed the EV1 and failed to make the Volt a Prius-beater?
The Chinese state wasn’t about creating “Chinese Leyland” when they forced SAIC and NAC to merge. They had much grander plans.
The 2009 Chevrolet Caprice SS, sold in the Middle East but made in Australia.
I came across a 2017 interview with former Holden chairman Peter Hanenberger, who was in charge when the company had its last number-one sales’ position in Australia. His words are prescient and everything he said then still applies today.
He spent over four and a half decades at GM so he knows the company better than most. Since he departed in 2003 he had seven successors at the time of the interview; and I believe there have been a couple more since.
A few interesting quotes.
‘It’s [now] a very short-sighted company.’
It feels like it. The sort of retreating it’s done, the dismantling of global operations, and the failure to see how global platforms can achieve economies of scale is something only a company beholden to quarterly stock price results will do. And it doesn’t help its longevity.
Even Holden, which looked like it was going to simply depart the passenger-car sector at the end of last year before a full withdrawal now, tells us that there doesn’t appear to be a long-term plan in place that the US management is committed to. Not long ago they were going on about the two dozen models they planned to launch to field a competitive line-up.
‘For me General Motors was a global player. Today General Motors is shrinking to an American company with no foresight, which is in very bad shape, which has missed the market.’
Remember Hanenberger said this in 2017, when it still had presences in many Asian countries. In 2020 it very much looks like GM will be in the Americas (where it still fields reasonably complete line-ups, although God knows if they have anything in the pipeline to replace the existing models) and China. Russia, India, Australia, New Zealand and Thailand are gone or going, and western Europe went in 2017 before the interview.
‘Maybe it fits into the vision of Trump; America first. But how the world is going to work also in the future is not because of America first and America only. It’s global. I think there will be no GM in the near-future.’
Everyone else is desperate to do tie-ups while GM retreats. I think GM will still be around but it’ll be a Chinese firm.
‘I couldn’t give a shit what they thought in America.’
I don’t mean this as an anti-American quote, but I see it as a dig against bean counters (whatever their nationality) fixated on the short term and not motorheads who know their sector well.
‘For me Holden didn’t have enough product, and the second one [priority] was I wanted to get these cars they had into export. For me it was very clear the products they had could be exported and they should go on to export.’
You saw the failure of this in the early 2010s when Holden failed to keep its Middle Eastern deals, and the US models returned. It could have been so different, though I realize GM was very cash-strapped when they needed the US taxpayer to bail them out.
Bruce Newton, who wrote the piece, says that the Middle East was worth up to 40,000 units per annum, with A$10,000 profit per car. It cost Holden A$20 million to develop them for left-hand drive. I’d have held on to that sort of opportunity for dear life.
‘There was nothing going on that was creative towards the future of Holden as in Australia, New Zealand and toward the export market. They just neglected this whole thing.’
That was Hanenberger when he visited his old workplace in 2006. With product development cycles the way they are, it’s no wonder they were so ill placed when the Middle Eastern markets lost interest in the VE Commodore and WM Caprice (as the Chevrolet Lumina and Caprice), and China in the Buick Park Avenue.
It’s an interesting interview and perhaps one of the best post mortems for Holden, even if it wasn’t intended to be so three years ago.
GM has changed its mind again: Chevrolet will not be its global brand.
The strategy, where Daewoo was rebadged Chevrolet in western Europe at the beginning of the century, has been deemed a failure, and GM will withdraw its core Korean-made models such as the Spark, Aveo, Cruze and Malibu, by 2015. It will return to where it was a few decades ago: a brand selling quintessentially American cars such as the Camaro and Corvette.
For many years on this blog, I expressed my doubts on rebadging Daewoos, either as Holden or Chevrolet. If GM wanted a budget brand, it had one in Daewoo. With the exception of the Malibu, the cars always looked Korean anyway, despite some US (and Australian) styling input, and Kia and Hyundai demonstrate that there is no negative brand equity these days with ‘Made in Korea’.
It was impossible for GM to shake off Chevrolet’s American country-of-origin effect in the last decade in western Europe. GM also believes that having Opel and Vauxhall as its mainstream western European brand is enough.
The theory wasn’t all wrong though. In the last decade we’ve seen the continued rise of Å koda, and Dacia has managed to find buyers. Nissan has brought back Datsun in an effort to appeal to cost-conscious consumers who want a simple car. Daewoo could have had a role to play in Europe, if GM had got the marketing right.
It also seem to have got things wrong with Opel in Australia, pulling out after an even shorter time. I seem to be correct again when I argued that brands like Holden could not be abandoned in favour of Chevrolet, because you can never rely on GM for a long-term strategy. There are no economies of scale in promotion when Chevrolet simply isn’t as well regarded outside the Americas, and where we consumers are still quite happy to use certain domestic or regional brands as mental shortcuts to cars being sold as domestic appliances. Levitt isn’t to be applied blindly.
