Since the announcement of the recall on 15 october, the fast-paced events have continued to ferment, and successive rounds of consumer advocacy and media challenges have made it difficult for the public to find out. Last week, china joined forces to organize simultaneous media presentations in beijing, shanghai, guangzhou, and hangzhou. While expressing its apologies to consumers, it once again stressed that it is absolutely safe for a non-crash coupling post-suspension boom。
In contrast to the reason why the last communication meeting was not clear: "if it's absolutely safe, why should it be called back," the vice-president of public relations and communications of china, punfili, said at the meeting that 560,000 contracts were needed. Recalls are carried out at the speed of the condensed post-suspension because “the previous overhaul process did not expressly alert the distributor to the detection of the arm of the condensed post-suspension, so that the dealer might not have found a bend in the impacted vehicle at the time of the detection, and the consumer would have caused a final break in the arm if it had travelled in a car already bent on the rear arm, which is the main reason for our recall”。
Although this explanation did not convince defenders, the october sales data once again caused a big drop — in the vagaries of rights throughout the country, the speed at 23,998 single-monthly sales became the most popular car. It is also the third largest single-car sales in the domestic sedan market, second only to ease and ease。
It is also difficult to understand the fact that rights are being defended while sales remain high. The market as a whole saw the general public still strong in the market after the dsg and the fast-moving axis events. According to the data, in october, the number of first-volunteer mass terminals had reached 146613, an increase of 8. 3 per cent over the same period, continuing to win the championship. Between january and october of this year, the total sales of one mass population reached 1499,000, which is close to last year's annual sales level。
In the competition for annual sales champions, a crowd is temporarily in the lead, but the gap with the shanghai public is less than 7,000, which can be said to be minimal compared to the huge annual sales of about 1. 7 million. By contrast, there is already a gap of 110,000 between shanghai universal and the shanghai public, so it is now largely possible to judge how much brand power has worked in it, which is difficult to measure by data and tables. But the power of popular brand power does make many brands jealous. Over the years, the public has continued to rush forward at more than 10 per cent of the base of the millions sold each year, using the incompetent “basket” strategy, leaving other brands out of reach。
At the same time, japanese car companies and autonomous brands struggled in the low valleys and persisted. It has been more than three years since the “diaoyu island” incident in september 2011, and despite the efforts of japanese car companies, it has been difficult to achieve breakthrough growth. Among them, with the exception of some consumers who are genuinely ethnic, most consumers are indirect influencers of the “daily road insecurity doctrine”. These people would rather spend tens of thousands of dollars more on mass vehicles than want or dare to buy japanese cars and autonomous brand cars。
This is the current situation in china city. The factors contributing to this state of affairs are many, and one of the most important of them is the brand promotion and security “brainwashing” that the popular brand began 10 years ago. At that time, the public launched a massive wave in china city with laser welding, empty acoustic waxes and super-strength steel plates, and produced a batch of potential “mass powder”。
It can therefore be said that the current strength of the popular brand is not based on empty space, but is also the result of years of security advocacy and branding. On the contrary, over the years, the car industry has been emphasizing energy conservation and environmental protection. In fact, unlike japanese consumers, chinese consumers are not too crisis-sensitive about energy consumption, the environment, or even the “oil-saving” propaganda points, and feel that oil-saving is bound to be a matter of weight, steel sheeting, etc. Moreover, such branding makes the owner very disgraceful。
After all, for chinese consumers, cars are not just a walker, but a symbol of identity and status. In addition to accelerating the import of new products, the introduction of new technologies, such as honda's “earth dream technology” technology, and toyota's introduction of hybrid power engines into the country, have also begun to reflect in depth over the past two years, with a view to changing the perception that the use of japanese cars in new technologies is too conservative. At the same time, japan has begun to work on safety promotion. Last week, the 9th yakot small overlay rate high-speed collision experiment was conducted at the chinese motor technology research centre。
However, the information and security efforts of the day are far from adequate and will require longer and more sustained efforts to see results. As it is called, “willing to lose”, it can be said that each brand has its present position as an industry with a natural causal link. Just as some autonomous brands complain about the lack of government and consumer support, isn't that the “negative consequence” of poor quality and poor service breeds several years ago
Today, the “rich” accumulated over the past 10 years is being overstretched by the public at the peak of the brand. What kind of “effects” will be reaped in the coming years if there is no further deep reflection and timely change
