I thought I’d get back into the swing of things with something light weight but nonetheless enjoyable.
The ad above, found via Autoblog, is a celebration of the chevroned one’s first 90 years, a small portion of which I’ve taken great delight (and sometimes enormous despair) in sharing. My great aunt had a metallic sky blue DS that enchanted me as a small child while, in a moment of temporary insanity, I purchased a CX2400 Pallas for AU$1. You can perhaps imagine how that story ended…
Hitting it’s stride with the mass-production of front-wheel drive in the 15, Citroen went on to produce some of the most sensual, seductive (and sometimes ruinous) cars in the form of the DS, CX, XM, C6 and, long may she reign, the seminal SM.
Beyond these hydropneumatically suspended beasts, Citroen also produced some cracking small cars. Think of the iconic 2CV, the plastic-bodied Mehari or the slightly unhinged AX Gti (an example of which nearly prematurely ended my life thanks to the ease with which the car’s 100 Bhp could get it airborn…) and you’ll know what I mean.
That’s not to say there haven’t been some woeful missteps in the company’s storied history.
They’ve produce some of the most challengingly styled cars this side of the Pontiac Aztek (Ami 6, I’m looking at you) and the whole of 90’s and the first few years of the 00’s were, XM aside, unbelievably glum times for Cit lovers. It seemed as though Peugeot, the controlling partner in the PSA conglomerate, wanted to kill off all the remaining fans with sheer boredom while destroying what market credibility they had left with 0% finance deals and discounts that basically wrote brick-off-a-cliff depreciation into the contract of sale.
I owned a car from this era, a Xantia 2.1 TD, whose sole redeeming feature was it’s ability to do one lap of the Nürburgring without expiring. Even the pleasures of the hydropneumatics were subsumed by Peugeot’s efforts to make the car more “Germanic” (read annoyingly stiff and jittery). And don’t even get me started on the wet fart that was the Xsara.
Happily all of this is overlooked in this joyous advertisement. What we get instead is a veritable orgy of what makes Citroen great: floaty suspension, turning headlamps, cyclops eye instruments out of the CX and a feisty woman going nuts on a beach in an SM, all with Eartha Kitt growling in the background. The LHM lover in me really couldn’t ask for anything more.
I must appologise for things being a little quiet on the DownsideUpDesign front.
At relatively late notice I was fortuitous enough to gain press accreditation (yes, I’m now a fully accredited journalist with the IFJ) for the Frankfurt Motor Show, known in German as the IAA, or Eeeee Ahhh Ahhh (which always sounds vaguely pornographic).
So while you, dear reader, have been wondering weather I’d left the mortal coil to pilot that great big Espada in the sky, I was wandering hither and thither around what is possibly the worlds largest motor show. Sitting on a site 1.2Km long by .5Km wide, if it weren’t for the press cars and their beautiful drivers, I’d have legs like Arnie.
Three 7 am starts and 2 am finishes later I can safely say I conquered it. What have I got to show for it? Well apart from some fabulous discussions with designers, PR types and general good guys that I hope to elaborate on here and elsewhere, I managed to amass around 4,000 photos and my first ever videos. Rather than bore you with all of them (I do get a little carried away at times…) I’ve put together a small selection of 384 piccies on my Flickr page. It’s a bit of a random bunch and the analysts amongst you will be able to tell far to much about me than I care to know. Nevertheless, take a look and let me know how you found the show through my eyes.
2009 will be remembered as the year that car manufacturers started to really reconsider their involvement in international motor shows. Although the effects of mass pull-out won’t become truly evident until Tokyo, where Audi, BMW, Jaguar, Land Rover, Mercedes, Renault, Volkswagen and Volvo will be conspicuous only in their absence, in a case of what may seem to be a little bit of East/West tit-for-tat, Mitsubishi, Nissan/Infiniti and Honda have all decided to skip Frankfurt.
As any automotive designer will tell you, drawing shutlines on a car is black art unto itself. Get them right and you can hinge an marketing campaign on them or, indeed, an entire iconic design, like the VW Golf and it’s C Pillar. Get them wrong and you’ll have pedants like me gibbering like a junky as we try to right the wrongs in our head (I almost had an accident the other day while pondering a VZ Holden Commodore’s rear door…).
Graphic composition of panel gaps aside, it’s been generally accepted that the tighter the gap, the higher quality the vehicle (thus Lexus’ famed Ball Bearing campaign) and the better the aerodynamic performance (Series 1 Range Rovers, which have gaps so voluminous as to be able to accommodate whole fingers, have always provided an amusing counterpoint to this fact…)
People used to get all uppity about the appearance of the full-blooded Bangle-butt on BMWs of yore. No matter how many times I talked about how it was defining a new proportion for luxury saloons and had demonstrable benefits in terms of trunk space, I’d always get shot down trying to justify it.
Well, all of a sudden, Bangle’s bottom is looking a sinuous and seductive as the c-pillar/haunch interface on an air-cooled 911 ’cause Ferrari done got a whole lotta booty-clappin’ going on.
I’ve no doubt there are those who will tell me that the Cali’s trunk can swallow 2 golf bags with room for the owner’s ego to spare while giving the ultimate in security and pose-ability. Those same folk will also opine on how it opens up a whole new market (of desperate housewives) to the illustrious Prancing Horse brand by virtue of it’s accessibility and versatility. They’ll also talk about just how hard it is to manage the volumes and shut lines when working with folding hard tops. Whatever.
Ferraris are meant to be avant-garde poetry in motion. The California’s butt is cockney rhyming slang after one too many ciders.
Indeed, on reflection it’s funny how things come full circle. The best hard-top cabriolet butt in the business? Why, that would belong to the BMW Z4
P.S I know the trunk is popped. It’s still not cool…
As part of the brief writing project, there were more than a few questions on how to put a value on your work, especially when dealing with simple concept generation or modeling jobs.
Although the formula above, created by graphic designer David Airey doesn’t get down to dollar level, it might help you understand the factors at play when you price your work. He’s also posted a few really great links to other articles that will help you get your dues, so head on over and have a read.
For those of you not enjoying the wonderfully aestival* weather of Sydney, you may be unaware that the Sydney Design festival is coming to a close for 2009.
As part of the festivities, a market was arranged at the Powerhouse Museum to enable design-hungry Sydneysiders to access the best in emerging design talent. Having more than a passing interest in the event, called Young Blood, I offered to cover the it for the Melbourne-based Design Droplets blog.
I had high hopes of shedding light on a great event and a shedload of Australian design talent. Sadly the outcome was a little different.
It’s been a while since I’ve turned my mind to the GM empire (in fact the last time I saw fit to comment was when the highly questionable GMC Terrain surfaced…). But conversations with the head of social media at GMH (Holden) and a little discovery I made yesterday has got me thinking about the people’s car company all over again.
I’ve spent a lot of time over the past few weeks discussing the ability of social media to open up dialogue between automotive designer and customer. The benefits, as I see them, are twofold. Firstly, designers get access to crucial insight from the people they often have the least professional contact with, their customers. Secondly, the designers themselves, as opposed to the cringe-inducing PR lackeys, can help spread the message about their work, breaking down the hitherto impermeable walls of the design studio.
Lo and behold, GM has jumped into the ring with a new project called The Lab (take a look at it here) and it seems to be a solid first step in engaging designer and customer in a productive, conversational way. This marks a turning point in the use of social media as a truly two-way street into and out of automotive companies outside of the PR department. It’s also heralds the incorporation of social media research into the product development process by enabling access between customers and the people responsible for designing their cars.
Traditionally, market research consultancies were commissioned to suss out customer need and wants on behalf of design departments. Somewhat predictably, market researchers, with their marketing imperatives, ask marketing questions and present their marketing answers, mostly metrics, to… designers.
Based on my experience, marketers and designers very rarely speak the same language and, unsurprisingly, rooms of blank stares and yawns are the usual outcome. At best, there might be a clue or two hidden in the marketer-speak for design management to interpret for the benefit of the designers. At worst, nobody in design gets it and they go off and sketch something for themselves (probably on the back of the latest trend report from marketing).
Somewhat notoriously, Ford has tried to get around this disconnect by building a persona around the marketing metrics (her name is Antonella) but at the end of the day she’s a fabrication, too easily moulded to suit the whims of the various stakeholders in the design/marketing/sales triumvirate.
Recognising that the traditional market research model fails to connect with designers and that there’s no substitute for real people, a small number of ex-designers and design strategists (people who, in this context, sit at the confluence of market insight and design output) have set up consultancies that aim to ask the right kind questions of customers in order to get design-relevant responses.
The key to their success is that their outcomes are presented in ways that make sense to designers and the marketing/sales teams. It’s a largely successful approach, and having worked in this kind of arrangement, I can attest to the palpable sense of relief expressed by designers when another of their ilk gets up and delivers truly useful, comprehensible market insights. Importantly, these consultancies strive to deliver outcomes where the direct implications for the designer’s work are clearly defined.
Where this approach falls down, however, is when you want to establish a richer, longer-lasting conversation with the customer. The project-by-project basis on which the older strategy consultancies work is just too finite and the idea of using the internet to reach more people in a more more conversational way just hasn’t occurred to them.
This is why GM’s Lab experiment is so interesting. It cuts out the woefully inappropriate (for designers) market research companies, the simplex, time-limited information stream of the design strategy consultancies and gets right to the customer in a way that openly encourages dialogue.
Admittedly, there are a couple of issues that come to mind. Firstly, if the content isn’t inclusive and word isn’t spread far enough, the only people the designers will be talking to are the die-hard fans (although die-hards have their place as brand evangelists, it’s actually Joe Average who almost always provides the most surprising, useful insights). Their current content videos are too one-sided and way too corporate for this commentator.
Secondly, I have an inkling that asking the right kind of questions, the analysis of the responses and, most crucially, maintaining the momentum of the project will still require dedicated design strategists. Then again, I would say that. I still believe that outside consulting will continue to have an important role in defining design projects, a social media stream will simply provide another, more immediate source of feedback for designers to bounce off.
As an experiment, The Lab ties in closely with the views I’ve expressed in the past and GM should be applauded for their pioneering efforts. It will be fascinating to watch how the dialogue between designer and customer develops over the months and, hopefully, years to come. Ultimately, it represents a bold step towards opening up the design process in a useful, engaging way and a wonderfully appropriate one. I mean, it is the people’s car company after all.
We ended up having a mind expanding conversation (they come along with pleasing regularity when in Mark’s company), discussing the potential for a highly personal style of social media to help generate really meaningful dialogue around design and sustainability.
It’s dialogue that companies like Ford need to be having yet can’t seem to get started. I have a sneaking suspicion, as do Mark, Amy, Rob and many others, that their reliance on mute personae like Antonella has something to do with it…
While I’ll let Mark and Amy fill you in on the details, I’m honoured by the profile they’ve put together and the concept Mark discusses is something that resonates with me on so many levels. It speaks of a bright future for not only this DownsideUpDesigner and the others out there like me, but also a more open, responsive and sustainable future for the automotive industry, which I seem to have been destined to be a part of for a while now.
If you’ve got this far, then your the kind of reader I love to have. It’s even better if you leave your thoughts below because without the dialogue we share, DownsideUp is just another tree falling in the woods.
Thanks so much for being a part of the first 10,000. I’m looking forward to many, many more.
[Image: Juliana O’Dean-Smith. “Glamorgan”, Manilla, North-Western N.S.W, longer ago than I care to remember]
I'm Drew Smith and I'm an ethnographer and strategist. By day I shape culture and strategy at Westpac. By night I sleep (mostly). And once a month, I help teams host an event called Rising Minds in London, New York, Toronto and Sydney.
DownsideUpDesign is a place for me to collect stuff that I like, often love and sometimes hate for safe keeping. All views represented here are mine and mine alone and do not represent those of anyone else.
Get in touch at drewpasmith (at) gmail (dot) com or tweet me (@drewpasmith) to rant, contribute or collaborate!