DownsideUpDesign

In 1951, a Shell advert proclaimed that one went “very fast very gently in a Bentley”.

In that same year, Bentley’s own advertising proclaimed that theirs was “The Silent Sports Car”.

David Ogilvy, in his imperious advert for the ’59 Rolls Royce, went so far as to say that the Bentley alternative was for the diffident.

And even when growing up in the decade that taste largely forgot – the 1980s – Bentley remained the choice of the discreet.

Indeed, all the way up until 2003 a Bentley was a luxuriously appointed ride under the radar.

Then Volkswagen came along and buggered it all up.

Read the rest of this entry »

Working in Germany I was thrown in the deep end of perceived quality research, taking more macro shots of headlamps, instrument panels and door cards than I care to remember. Yet I’m happy to come right out and say it: perceived quality fascinates me.

Gear shifter from the new Audi A8 (click to enlarge with caution, you might wet yourself...)

The way the tricks we use – from the amazingly detailed design of touch zones in a car interior to a superbly detailed tail lamp enclosure – coalesce to convince consumers that a product that feels good must be good, no matter the integrity of the engineering underneath the skin is a delightful thing. Take a look at the gear shift above and you might get an inkling of what I’m talking about.

Perceived quality’s a psychological game played by designers and engineers that reaps massive rewards for the companies that do it right. Just ask VW, who started on a head-long rush to improve the improve feel-good factor of everyday cars with a couple of otherwise unremarkable vehicles in ’96-’97. Read the rest of this entry »

I see so much of this stuff, time after time at the motor shows that I couldn’t help but giggle.

Still, the cartoon highlights the disconnect between a manufacturer’s reality (our cars are still made from oil and stuff dug out of the ground and run on same) and their marketing (our cars are BFFs with pandas, run on sun and happiness and blow green leaves out of their exhausts).

You can see more of the Coretoons here.

P.S Whatever your take on the exterior of the Toyota FT-EV II, the interior is an absolute cracker, cracker enough to make Citroen designers weep. Sadly Toyota only published one press shot of it so you’ll have to take my word on just how great it is… @EricGallina from Car Design News kindly provided some far better images for your enjoyment. Hat tip to Eric!

Ford’s new Focus has been unleashed a full year ahead of it’s European on-sale date and it’s already generating substantial comment in the sphere of the blogs. Ed Stubbs and Dustin Shedlarski have both written interesting critiques of a design that I, personally, find a little schizophrenic. But let’s face it: when you’re trying to design one C-Segment product for two markets – one that’s been downsized for decades and another that’s only just coming to terms with the concept – things are bound to get a little hectic. Read the rest of this entry »

Living in Germany, I became increasingly perturbed by the proliferation of LED daylight running lamps on Audis of all shapes and sizes. Always on, always glaring – sometimes painfully so – and always screaming “look at me, look at me!” like the cleaning lady in TittyTittyBangBang, I would pray that I was driving slow enough to force an overtaking maneuver (not too challenging given the 90 asthmatic horsepower I was – sometimes literally -  pedaling back then).

From the luminous slashes on the A3 and Q5, which simultaneously manage to make the cars appear cross-eyed, centre-heavy and like an automotive tribute to Dame Edna Everage to the baseball-player warpaint on the R8, these glaring light signatures made me long for the Audi of years gone by when the brand stood for discretion and quiet sophistication.

The same devolution of Audi’s trademark understatement has also become evident in their tail lamps. Bare-bulbed LEDs now blink in their psychotically digital way, forming shapes that would make Edward Scissorhands feel completely à l’aise. To sit behind an LED besmirched Q5 is an exercise in keeping my blood to a low simmer.

I’ve wondered wheather I’m alone in my fall-out with Audi on the basis of it’s new found crassitude, yet given some recent consumer research that was presented at BMW’s university day at their US headquarters, I wonder if some prospective customers might soon recoil in much the same way I have.

The key takeaway from a presentation, given by Madeleine Hochstein of DYG Inc., is that luxury, at least by that name, is dead. Would luxury by any other name smell as sweet? If we start talking in terms of premium, then yes. There’s clearly a battle of semantics going on here but the research behind it, conducted since the financial shit/fan interface that was late 2008, holds some fascinating insights, particularly for the design teams of premium brands.

Take in the fact that 49% of U.S. adults earning $100-$150,000 are now describing themselves as thrifty, up 12% from 2005. Or that the proportion of people earning over $150,000 who would describe themselves as humble has grown from 31% in 2006 to 50% in 2009. Those same people are now increasingly shopping with social, political or environmental concerns as drivers for their purchases, the percentage swelling from 44% to 63% from 2008 to 2009. Surely these figures represent a pretty substantial shift away from the me-ism of the last decade.

Stepping away from the numbers for a minute, Hochstein talks about the emergence of a responsibility revolution which will see some significant, and permanent, shifts in consumer self perception. No longer will premium consumers galavant through life with a sense of entitlement. They are learning that rewards must be worked for and when those rewards come around, excess is passé. Premium consumers are now looking to brands and products that speak of ethical values.

Then comes the kicker, the single point, hammered home in terms we automotive designers can easily get our heads around: Luxury is being recast. Gone will be the preponderance of price, size or brand name as we transition to “to muted, almost secret signals to others “in the know” – about design, engineering, sustainability and fuel breakthroughs, ethical company behavior.” We’re now dealing with premium, a taste world where products have to clearly demonstrate their worth and communicate what Hochstein calls “…dog whistle taste”.

Which brings me neatly back to Audi’s LED eyeware. Is it the embodiment of Hochstein’s dog whistle taste? What about that dramatic, double-decker grille? Does it communicate ultrasonic signals about the fuel-sipping technology sited just behind? Come on, together they’re about as subtle as a Russian hooker at an Oxfordshire church tea. And if recent Audi concepts like the A7 Sportback and the truly ghoulish eTron are anything to go by, there’s plenty more of this particular brand of Bavarian bling to come.

Which means BMW must be feeling rather smug right now.

After the visual orgy that was the original Z4, X3, X5, 5er, 6er and 7er, the crowd in Munich have toned things right back to the point where some members of the automotive press have bemoaned the lack of drama in the newest 3s and 7s. Fear not, the drama is still there, you just have to know where to look, surely the very definition of dog whistle taste. I now get the same feeling of awe with the new 7 that I used to get with Audi A8s and while it’s not a reaction of the jaw dropping variety, there’s a deep satisfaction gained from the quiet, internal realisation that I’m looking upon something seriously… well… cool. One look at a 7er tail lamp will let you know that BMW has subtlety down for, despite being LED powered, they emit a warm glow through a set of beautifully resolved light pipes.

As I finish this piece, I wonder what the future holds for Audi’s increasingly expressive design language. And then I remember the VW Phaeton, the car that replaced the A8 in the under-the-radar cool stakes, and the fact that it’s due for rebirth in the next couple of years. I’ve no doubt that the Volkswagen group will be able to nail the impending premium bandwagon, just probably not with Audi as it stands today.

I was asked early last year what my opinion was on the future of the C Segment and what I believed then is what I still belive now: C Segment cars are too big, too space inefficient and, crucially, too heavy.

My conclusion was that any forward thinking manufacturer would take a similar approach to the one Mazda took when redesigning the 2: downsize and lighten up.

Following this assertion, I had a period of wondering if it would come true as each successive C Segment preview and launch continued the trend for bloat. Even Mazda, who has lead the recent focus on generational weight management let their game slip with the new 3.

Well it looks like VW is taking the lead with rumours pointing to a lighter, smaller MK VII Golf for 2012. The Golf has been one of the clearest indicators of C Segment bloat and to see a Mk 1 GTi parked next to a Mk V R32 is to understand why that later car needs 250ps and an Arabian oil field to be fun. It weighs 1612 Kg for pity’s sake! So talk of a smaller platform, lighter materials and a focus on small-capacity engines with amazing HCCI technology was music to my ears.

Having observed with wonder as VW’s engineers sent to market paragons of capability such as the Veyron and mental engines such as a V5, W12 and V10 TDi, it’s clear the intelligence is there. It’s seems it’s now being directed in a thoroughly useful, more sustainable direction.

[Source: Auto Express Image: Wiki Commons]