Showing posts with label Dealers. Show all posts
Showing posts with label Dealers. Show all posts

Sep 12, 2014

Illusions of Control

Forward integrate or not? Indra Nooyi at Pepsi and Jeff Bezos at Amazon have said yes. They will very likely be proven misguided.

Nonetheless, for many CEOs and their corporate strategy chieftains, consolidation, forward distribution integration, and scale conversations are dominating the big corporate strategy debates of today. Yet if there is any truth in capitalist business environments, it must be this – no matter the strategy, you can’t hide from the market.

So let’s start our review of forward integration by taking a break from obfuscating economics-speak. When we use the term market, as in ‘let the market decide’, what we really are referring to is the sum of all the needs, desires, and resulting behaviors of final customers that sit at the end of any business system. Like it or not, these customers are both judge and jury.

This means that smart companies, as well as their strongest competitors and most astute regulators, will focus on a single dominant strategic question as they craft future direction and govern the allocation of scarce resources. What choices do end customers have as they evaluate alternatives, and who do they choose?

Yet designing and executing business systems to consistently and profitably win over these picky end customers is at once straight-forward and maddeningly complex. Even though strategists are as prone to confirmation bias as anyone (“the ‘don’t confuse me with facts’ problem), customers easily and willingly, and often quite forcefully, express the desired outcomes they seek as they make decisions about what to buy and how to buy it. That holds for both consumer and business buyers.

As a result, understanding what any company’s “ideal” growth strategy should be is the straight-forward part. It should be squarely focused on delivering the full range of what and how outcomes end customers seek, and delivering them profitably and better than any other alternatives available.

But the complex part comes barging in as companies intensely debate, across often warring internal functional factions, how to design, build, fund, and manage business system that will, at the end of the day, deliver better than any competitor those winning outcomes to customers. This brings us to the vertical integration question. And understanding it fully is as much a study of CEO psychology as it is of hard-edged financial and strategic analysis.

After years of unsuccessful efforts to stem erosion in market share and customer retention, frustrated CEOs of once-strong legacy brands often show signs of siege mentality, especially when tough questions are met with blank stares. Are we offering the right value proposition (outcome for customers)? Are we delivering it? What’s standing in our way? When answers prove elusive, either internally or from outside partners, these CEOs often make the fateful decision to “take control of their destiny” and vertically integrate.

The question is – what destiny? And is it one that leads to greater numbers of customers choosing their offerings at acceptable prices? Public rationales for most vertical integration moves are usually more about cost savings, efficiency, lower prices, and greater control. They typically make only vague allusions to the messy business of customers and new ways of winning them over. Let’s look at a recent example.

Larry Ellison, who at one time was the Red Bull of corporate IT systems, has abandoned his fierce loyalty to being a best-in-class and tightly-focused industry leader in favor of buying Sun Microsystems. Apparently as part of a drive to become a fully vertically integrated player. He seemed very tuned to the question on everyone’s mind – how will this help Oracle win over customers? - when he commented about Oracle’s decision this week that “we’re really brilliant, or we’re idiots”.

Indeed, Oracle would be wise to look at its own proud history for inspiration and strategic direction. IBM, once the world’s biggest and most powerful business system, was brought to its knees in the early-80s by a new generation of nimble, focused, best-in-class players. Players that were unencumbered by IBM’s high-cost, slow changing, vertically integrated old behemoth of a business model. A business model, as military strategists often despair, best prepared to fight yesterday’s war. In fact, Larry Ellison founded Oracle in 1977 as one of those new breed of competitor. One that offered end customers some fresh air in the form of open platform solutions. Ones that weren’t hand-cuffs like IBM’s all-or-nothing bundled alternative. So the question to Oracle is, Why this?

At the end of the day and no matter how difficult, the best business model innovations are those created in the spirit of fresh reinvention and influence over results delivered to end customers, not protection and control of the status quo. Practically, that raises tough questions about how to get best-in-class solution alliances and distribution partners to work collaboratively to create winning new end results for their common customers. While there may indeed be times when such collaboration is simply not possible, and when complete ownership and control is essential to success, they are generally few and far between. And Apple aside, they are rarely successful.

I suspect the rush to vertical integration we seem to be witnessing in today’s climate may have more to do with an overall lack of trust in market forces. And perhaps it’s also a desperate response to tough economic conditions and fast-changing industries. In fact, it might just be an ill-advised knee jerk effort to slow things down. But don’t be fooled. Customers will still have the final vote.

When it comes to vertical integration, Buyer Beware!

Jun 26, 2010

Hyundai Understands Marketing 101

Even strong automakers’ sales flattened or dropped over the last two years. But not Hyundai’s.

Its August-to-August revenues were up nearly 50%. Granted this rise was off a relatively small base (although not that small; Hyundai sales are now about the same as Chrysler’s). But still, for a company that’s been selling in the States for over a decade, it was a whopping jump.

Why are consumers suddenly buying Hyundai’s? Tighter budgets certainly make low-price sedans more attractive than SUVs. But as I’m happy to see the Times reporting, that’s not the whole story. The big reason is better value, as value should be evaluated: 'benefits - price'. All too frequently today, brand players and pundits confuse "lowest price" with "best value". The assumption in this line of thinking is that consumers essentially incorporate no other criteria in their selection decision. Hyundai understands the distinction well.
Consumers and car mags think the product is improving. And Hyundai management was aggressive with improving the consumers total experience. For example, they were first to let consumers who lost their job return a car within 12 months of purchase, heretofore an unheard-of warrantee.
Hyundai is a classic market-entry success story. A renegade entrant comes in with an offering below the old market minimum, then gradually learns new ways to provide benefits and better value in more compelling ways than other low price  competitors.

What I like, though, is that Hyundai provides the textbook example for the case I’ve been making to manufacturers ever since the financial crisis took hold. Yes, you have to get your costs under control. But do it sensibly and with care not to negate long-term brand, distribution, and marketplace advantage. Indeed, this may be the best of all possible times to create new advantage.

For established competitors in 2009, that meant investing in differentiated customer experiences. Hyundai did. I haven’t seen any figures on lost-job car returns, but my hunch is they’re not high. People find they like the car. One man, the Times reports, says, “I used to drive Cadillacs all the time. I don’t need to drive a heavy car like that anymore. No disrespect to G.M. or anybody, but my next car will be a Hyundai, too.”

Apr 29, 2009

Retail Repairs

Economic tides are reshaping the auto industry’s retail shoreline. New-car dealerships are being washed away, as brands like Pontiac disappear or like Saturn and Hummer are, hopefully, sold. What’s left are repair businesses, nursing more mileage from existing cars (or dishwashers or dress shoes) , as consumers shift their mindset from  a manic buy/use/dispose to  keep/repair/keep longer.

What we are seeing more and more is commoditization of basic product attributes, as the center of differentiation gravity moves into post-production: distribution activities that meet new sets of consumer needs. Smart players will find ways to generate plenty of growth and margin there. It’s going to be continued retail channel  revolution.

At this stage, it’s hard to envision the reconfigured landscape of auto sales and service channels five years out. We do know that there is a lot of raw material out there for tomorrow’s owners and entrepreneurs to work with: service centers, parking lots, parts inventories, skilled automotive technicians, and maybe most important, a mature infrastructure to funnel whatever is needed from suppliers to installers.

The strongest G.M. and Chrysler dealers may flourish, sopping up added business in a more thinly populated franchise environment and buying books-of-business on past sales to take over service contracts. And it’s easy to imagine marginal G.M. and Chrysler dealers converting to service centers without showrooms. Replacement parts and periodic overhauls have long been for most dealerships where the real money is.

A big question is how the automakers will adapt. Obviously they’re going to have less market power. Remaining dealers, probably multi-brand or service-only, will have more. The way that Detroit comes at this new equation will have much to do with its survival.

 

Aug 10, 2007

Toyota Targets Distribution System to Solve Image Crisis

There's an intense sense of urgency around distribution in more and more sectors of the US economy. After years of intense cost-cutting and efficiency moves, there's a growing concensus that growth will be driven by improving the customer's total experience - from learning, shopping, and buying all the way through using and maintaining a product. That all happens downstream in distribution.

Read what Toyota’s North American sales and marketing chief Jim Lentz had to say about all this. He recently made some very pointed strtaegic comments about the importance of fixing the experience that consumers have in their dealerships:
"... dealers urgently need to improve their image...we’re all being judged on what happens at the dealership level – and it’s not always good... a quarter of prospective customers who walk into a dealership leave without buying because of poor treatment...at Toyota, retail treatment is one of our most pressing issues...improving dealers’ image requires a hard look at some of the industry’s sacred cows such as vehicle allocations and dealer awards..."

We expect we'll be hearing much more of this from incumbent US branded product manufacturers as they rise to the challenges of generating growth.

Jan 2, 2007

Direct Distribution Drives Out Dealers at Handi-Ramp

The Internet proved a home run for sales of commercial ramp products by manufacturer Handi-Ramp.


For most of the company’s history, over 75% of sales went through traditional commercial product Dealers to truck fleet owners, ambulance companies, and a few disabled consumers searching for improved transportation solutions. But brick-and-mortar wholesale Dealer outlets were hardly ideal for consumers struggling with mobility, access, and transportation.


Luckily, in 1995 Handi-Ramp began investing in a new online channel to reach these highly-motivated early adoptors of new ramp solutions. The company invested heavily in a new website presence and backed it up with innovative search engine optimization solutions (“pay per click”), found online through services such as Google placement. Key in ramp, ambulance ramp, or truck ramps, and Handi-Ramp will be one of the top-listed companies. Not surprisingly, sales have grown over 30% per year for the last ten years.


Today, 75% of the company’s revenue is Direct to commercial and individual end-users; indeed, half of them are consumers today.


But some aspects of distribution never change. While the Direct business model typically starts on the Internet, it finishes at the company’s real person call center. Says CEO Thom Disch: “Talking to a live person eliminates 98% of misorders.”


.

.

Dec 12, 2006

Dealers Hold Key to Harley-Davidson's Future

There’s no doubt in anyone’s mind that the king of the road – at least in the two wheel arena – is Harley-Davidson. But times are changing, and HD is once again returning to the one lever that has always been key to its market prowess – its dealer system. To sustain its stellar growth and market share, HD is asking its dealers once again to reinvent themselves – this time to increase the brand’s appeal to women and younger riders. Women often turn to BMW. Younger riders typically prefer Honda, Kawasaki and Yamaha.

  • Snider rode a Harley for many years before switching to a BMW and more recently a Honda Gold Wing touring bike. “Honda appeals to touring riders because of its strong dealer network and the comfort it's built into those bike. I can take off today for the Blue Ridge Mountains in western Virginia and find a Honda dealer probably every 50 miles.
Crain's Detroit Business
August 1, 2005

Attending to its dealer network is not new for Harley. Over the past two decades, the company pulled itself out of the ditch in great part by focusing on product quality and the experience, culture, and lifestyle aspirations consumer associate with a HD and its dealers. But its core market of aging baby boomers is maturing and growth is increasingly forecasted to come from new segments.

Key elements of Harley’s dealer network strategy:

  • Radical redesigns of dealer outlets to play up new consumer experiences
  • Dealer changes designed to appeal to women and new younger buyers
  • New motorcycle rental program designed to induce new riders into the experience
  • Expansion of local HOG user group activities and programs by dealers
  • New accessory merchandising and retailing programs
  • Huge investments in “destination” motorcycle retailing concepts
  • New entry brand (Buell) dealer programs
  • Aftermarket parts wholesale distribution improvements

Harley-Davidson’s CEO is crystal clear that the Harley-Davidson dealer network will make or break the company’s future results.

  • For the past decade, Harley-Davidson dealers have essentially been 'order takers,' making easy money opening a crate, overcharging customers, and rolling a motorcycle out the front door to rich urban bikers.
Jim Ziemer, Harley-Davidson CEO
Milwaukee Sentinal Journal
October 15, 2005

Jan 1, 2003

Marketing Channels

CHICAGO STRATEGY ASSOCIATES works with corporations in all major markets to focus their business operations and distribution channels on customer needs in ways that are differentiated, practical, and profitable.

CSA is a specialist strategy consulting practice founded in 1992. Its core practices are customer-focused growth strategies, distribution channel strategies, and management alignment required to better optimize entire value delivery systems. CSA strategies marry key benefits that customers need with our client's own corporate objectives, operating strengths, organizational processes, and financial capabilities.

Faculty of prominent business schools, recognized thought leaders in their fields, are closely affiliated with the firm.

http://www.chicagostrategy.com