CAR DESIGN: Positive and Negative Euro Supermini EV

EV Supermini Battle Renault 5 EV and Fiat 500E


There was once a time when a supermini was a matter of necessity, not indulgence. The 1970s gave us the first Renault 5 a pert little pâtisserie of pressed steel and whimsy in vivid colours, every bit as much at home dodging gendarmes in a subtitled film fantasy as it was rusting gracefully on the fringes of Calais. Fiat, of course, had its own proletarian darling, the original 500, its rear-engined, frugally upholstered buzzbox or colloquially in the Coulter household ‘fart box’ – but nonetheless a model long synonymous with post-war Italian redemption.

Fast forward five decades and we arrive at a curious juncture. Both marques, veterans of automotive egalitarianism, have chosen to reinstate their icons as electric cars (EV) the Fiat 500e appearing first, in 2021, to much fanfare and fawning from urbanites and influencers flown out to test it and now, Renault’s thoroughly modern reinterpretation of the 5 arrives, seemingly sculpted from the same nostalgia-drenched clay. But only one has truly understood the brief.

Let’s examine why, first of all heritage vs homage. Fiat’s 500e is undeniably adorable. Styled with exquisite reverence to Dante Giacosa’s original shape, it trades mightily on its cuteness and perceived Italian flair. But beneath the surface, the car is more pastiche than progression. It is a fashion statement, not a philosophical one.

Yet perhaps this misses the point entirely. Fiat’s approach wasn’t born from ignorance of mass-market electrification, but from a calculated decision to position the 500e as a premium lifestyle product. In urban environments where the 500e primarily operates, its design excellence becomes a genuine strength. The car’s visual impact is undeniable, its ability to turn heads and spark conversations in city centres is precisely what many buyers actually want. When parking space is at a premium and daily commutes rarely exceed 30 miles, the 500e’s boutique-like character transforms from apparent weakness into selling point.

The interior, whilst admittedly compact, demonstrates genuine attention to detail and material quality that feels authentically Italian. The premium feel isn’t accidental, it’s strategic. Fiat understood that electrification offered an opportunity to move upmarket, to transform the 500 from economy car to desirable urban accessory. In Chelsea or Notting Hill, this strategy makes perfect sense.

Renault, by contrast, has dug deeper. The new 5 EV does not merely mimic its predecessor, it reinterprets it. The original 5 was a clever, modular platform that underpinned everything from the humdrum TL to the tempestuous Turbo. It was pragmatic yet cheeky. The new car carries this spirit not in shape alone (though that face is exquisitely reimagined), but in function: it is a clever, resolutely French attempt at democratic electrification, not just a rolling Instagram post.

Secondly, beneath the skin let’s compare engineering. Fiat’s 500e is built upon a bespoke EV platform, dubbed “Mini BEV.” It offers a 42kWh battery, up to 199 miles of range (WLTP), realistically 148 (I owned one for two years) and a single front-mounted motor delivering 117bhp. It is whisper-quiet, beautifully finished especially as my car in top ‘La Prima’ trim, and drives with a certain Mediterranean élan but when the government subsidy dried out became expensive for what it is.

Renault’s 5 EV rides atop the all-new CMF-B EV platform, shared with the forthcoming Nissan Micra EV. It too features a 52kWh battery option (with a 40kWh entry-level variant with range almost mid to top 500e level), promising a range up to 250 miles. Even adjusting for ‘real world’ alone marks a step beyond Fiat’s offering. Moreover, the Renault tips the scales at just 1,450kg some 100kg less than the 500e, due to clever packaging and a refusal to bloat the body with frivolous weight. A gold star from this Chapman ‘add lightness’ acolyte who really struggles with EVs on the scales.

Renault have also opted for a synchronous motor with a wound rotor technically more complex but free of rare earth magnets, which makes it both greener and a subtle exercise in Gallic engineering pride.

Thirdly let’s look at matters inside. The Fiat’s cabin is charming in the same way a Dolcé & Gabbana kitchen appliance is charming. But it is tight, rear accommodation is lacking, and the boot is more gesture than utility. Materials, though pleasant to the touch, drift into lifestyle accessory territory. The 500e is less a car, more a boutique on wheels but in fairness at launch in top trim one of the closest models to evoke the spirit of (ironically) Renault’s Monaco-Baccara-Initiale car as fashion brand ideal.

The Renault 5, however, feels engineered with a more adult sense of purpose. Its cabin is roomier, more rational, yet still playfully detailed. The pixel-matrix dashboard graphics and central avatar (dubbed “Reno”, a digital Gallic shrug in anthropomorphic form) are delightfully French in their eccentricity, but not at the expense of ergonomics or comfort. Predisposed with Google Maps, Google Assistant and Google Play it’s a great leap forward in convenience and easily recognisable tech. The car’s multimedia system ‘openR link’ provides a seamless and customizable interface for all Google connected services

On to dynamics and driving. Neither car is built for Nürburgring glory, but here again Renault shows more depth. The 5 EV’s steering is light but precise, its ride supple yet controlled. It feels composed at speed in a way the 500e doesn’t quite manage. Fiat’s car, while sprightly in a scurry, lacks the damping sophistication to settle itself on rougher A and B-roads. Ride is killed by the semi-run flat seventeens with stiffer low profile sidewalls beloved of designers wanting to make a statement in a new car showroom.

That said, the 500e’s urban capability shouldn’t be underestimated. Its compact dimensions and tight turning circle make it genuinely excellent for navigating congested city streets. The instant torque delivery, whilst less sophisticated than Renault’s implementation, provides perfectly adequate performance for town work. In London traffic, the 500e’s party trick of near-silent operation combined with its striking appearance creates a surprisingly satisfying driving experience.

Renault, by contrast, understands that electric torque delivered abruptly must be tamed, not merely unleashed.

And let us not forget regenerative braking. The 5 EV offers multiple levels, with a true one-pedal drive mode, while the 500e’s regen is more brutal and unsophisticated. For the discerning driver, that matters not merely for efficiency, but for fluidity and passenger comfort.

Fiat’s 500e was, at launch, widely praised. It won a slew of accolades from EV magazines to Marie Claire and a nod in the World Urban Car of the Year awards. It is undeniably chic and competent, particularly in cities. It also played a short burst of very European classical music after the day’s first fifty metres

But Renault’s new 5 has already garnered a 2025 Car Of The Year, the Design Award at the 2024 Geneva Motor Show, and is being positioned not just as a halo car, but the spearhead of Renault’s mass-market EV strategy. Where Fiat’s car is a boutique item, Renault’s is an attempt at mobility for the many, a return to form reminiscent of the R5’s original purpose.

And, most crucially, Renault has priced the 5 EV more aggressively, £22995 for the Evolution base model, with Techno top trims just beneath the £30000 mark. Fiat’s 500e, particularly in its lauded La Prima trim, can stretch well past that. In an era where electric adoption is still handbraked by cost (and potential eye-watering depreciation), this is no small distinction.

In summary, the Fiat 500e is a fine car, as mentioned I ran one for a couple of years and really enjoyed the performance and features of what was my first foray into EV ownership. Its design excellence remains genuinely impressive, and for urban dwellers seeking a premium electric experience, it delivers precisely what was promised. But unfortunately it is not the future – it is an echo.

Renault’s new 5 EV, by contrast, is a forward-thinking machine draped in historical allusion. It is clever, dynamic, well-priced, well equipped and fundamentally imbued with the same spirit that made the original such a quietly revolutionary car.

Fiat built a retro trinket. Renault has built a car and in the process, they’ve done something far more valuable than resurrect an icon, they’ve reminded us that, done properly, the humble hatchback still matters.

Fin.

AUTOMOTIVE: Red Alert – The Chinese EV Disruptors

2025 Chinese EV Biggest Sellers in EU and UK

The numbers don’t lie: Chinese Electric Vehicles (EV) now command over a quarter of Europe’s electric vehicle market, up from virtually nothing in 2020. This isn’t just market disruption – it’s a complete rewriting of automotive rules. I investigate how European manufacturers are responding to the challenge of a lifetime, and what it means for the future of legacy manufacturers and motoring.

If someone had told you in the days of driving a Ford Cortina with a ten-day holiday in the Costas that by 2025, European roads would be bustling with fully electric cars bearing names like BYD and XPeng, you’d have assumed they’d been at the sherry. Yet here we are, witnessing one of the most dramatic shifts in automotive history. Chinese electric vehicle manufacturers haven’t just entered the European market, they’ve fundamentally altered it.

The numbers tell a remarkable story. The market share of Chinese-built EVs (including foreign brands such as Tesla) rose from 3.5% in 2020 to 27.2% of all EVs sold in the EU in the second quarter of 2024. Naturally there are country differences, but across Europe in total that’s not a gradual market entry, it’s a seismic shift that’s left traditional European manufacturers scrambling to respond.

What’s driving this transformation? It’s a combination of competitive pricing, impressive technology, and strategic timing. Chinese manufacturers have leveraged their domestic market scale to achieve manufacturing efficiencies that European competitors are struggling to match. China’s BEV market share hit 27% in 2024, far ahead of the EU (13%) and U.S. (8%).

Take BYD, now a household name in many European markets. Their vehicles consistently undercut European alternatives whilst offering sophisticated infotainment systems, advanced driver assistance features, and impressive safety ratings. The company has demonstrated that affordable doesn’t mean compromised, a lesson that’s resonating strongly with European consumers facing cost-of-living pressures.

In the EU, the new BYD Dolphin Surf is available from €22,000. Compare that to the latest Renault 5 E-Tech EV starting at €27,000 and the Peugeot e-208 at €28,000. With car finance around €30 per month per thousand borrowed, that could mean a €150 per month saving to a cost-conscious family.

The appeal extends beyond mere affordability. These vehicles often feature over-the-air updates, AI-enhanced driving systems, and battery technology that delivers competitive range figures. Chinese manufacturers have essentially leapfrogged traditional automotive development cycles. They’ve moved straight to the latest technologies without the burden of legacy systems.

To meet production the Chinese brands are scrambling to sign up franchisees across the continent to meet sales and after-sales demand. BYD alone is seeking 1,000 service facilities across EU markets this year. Chinese cars adopt the familiar CCS2 charging standard, enabling easy charging at third-party facilities between 65kW and 85kW – not ground breaking but offering acceptable charge times. Manufacturer warranty at six years/150,000km for the car and eight years/200,000km for the battery makes the cars competitive on peace of mind.

European manufacturers haven’t been sitting idle. Stellantis, Renault-Nissan and Volkswagen, along with prestige German brands, are all accelerating their electrification programmes. They’re investing heavily in battery technology and manufacturing capabilities. However, they’re operating from a different starting point, retrofitting existing business models rather than building from scratch around electric-first principles.

The structural advantages Chinese manufacturers possess run deep. They benefit from integrated supply chains, significant government support for the EV transition, and a domestic market that provides both scale and testing ground for new technologies. European manufacturers are now having to navigate this new ultra-competitive landscape whilst simultaneously managing the transition away from internal combustion engines – still in real demand from a population weighing up the EV pros and cons in a media landscape that is fairly hostile to EV in general. Luddite is too strong a word, but the ICE demand is strong due to a Western pro-carbon fuel sentiment and the convenience of familiarity, legacy infrastructure and no range anxiety.

In Europe, BEVs are expected to account for 16.8% of total light vehicle sales this year (compared to 14.1% in 2024). This growth is driven by policy pressure and localised battery production. It’s occurring against a backdrop of intensifying competition that’s forcing down prices and tightening margins across the industry.

The European Union’s response has been swift and decisive. The EU has imposed tariffs ranging from 7.8% for Tesla to 35.3% for SAIC, on top of the standard 10% car import duty. These measures, implemented in October 2024, represent the EU’s largest trade case to date and signal genuine concern about market distortion.

The tariffs are specifically designed to address what the European Commission views as unfair subsidies provided by the Chinese government to domestic manufacturers. However, early evidence suggests these measures may have limited impact. BYD managed to outperform Tesla in European EV sales despite facing higher tariffs, indicating that the competitive advantages run deeper than just pricing.

There’s also ongoing discussion about replacing tariffs with minimum price agreements. These would establish floor prices for Chinese EVs whilst allowing market competition to continue. This approach might prove more effective than blanket tariffs, though negotiations remain complex.

The current situation represents more than just increased competition, it’s a fundamental reshaping of the automotive industry. Chinese brands were responsible for 62% of EV global sales in 2024, demonstrating their dominance extends far beyond Europe.

For European consumers, this shift has brought tangible benefits: more choice, better value, and accelerated adoption of electric vehicle technology. The increased competition is also spurring innovation among traditional manufacturers, ultimately benefiting the entire market.

The industrial implications are significant. European manufacturers are being forced to reconsider their entire approach to vehicle development, manufacturing, and market positioning. Some are forming partnerships with Chinese companies, others are investing heavily in their own capabilities, and all are grappling with the new competitive reality.

This transformation isn’t slowing down. Chinese manufacturers continue to expand their European presence, with many establishing local manufacturing facilities and service networks. They’re also diversifying their offerings, moving beyond basic models to premium segments that directly challenge European luxury brands.

The success of Chinese EVs in Europe reflects broader changes in global automotive manufacturing. It’s a story of how quickly established market positions can shift when new technologies create opportunities for disruption. European manufacturers, once confident in their engineering prowess and brand heritage, are discovering that in the electric age, different rules apply.

Of course, with anything China there’s a darker undertone to all this. Some of the continental boffins are fretting about data privacy. Chinese firms are obliged to share data with state security if asked, and that has set off alarm bells in Brussels and beyond. Imagine your car knowing not just where you’ve been but who you’ve been with, and that information possibly ending up in a CCP filing cabinet. Orwell, anyone?

Some defence ministries have already banned the use of Chinese EVs on or near sensitive infrastructure. One assumes that if your Tesla can dance, your BYD might be able to whistleblow.

Ultimately what we’re witnessing isn’t just a market shift, it’s a case study in industrial transformation. The question now isn’t whether Chinese EVs will continue to gain market share in Europe, but how European manufacturers will adapt to this new reality. The answers will shape the automotive industry for decades to come.

The electric revolution has arrived, and it’s powered by competition that’s forcing everyone to raise their game. For consumers, that’s undoubtedly good news. For the traditional European automotive establishment, it’s the challenge of a lifetime.

 

AUTOMOTIVE WRITING: Enter The Dragon

China’s EV brands are conquering the UK market faster than Japan did in the 1970s. How BYD, MG, and others are reshaping British motoring through technology, pricing, and perfect timing.

Chinese EV Surge In U.K.

How China’s U.K. EV Assault Surpasses Japan’s Seventies Invasion.

There’s a familiar tremor running through the British motor trade. A certain déjà vu. The showroom floors, now electrified with pixel-heavy infotainment and suede-trimmed crossovers bearing names like BYD, Omoda and Jaecoo, are humming not just with battery current – but with history. We’ve seen this play out before. Back in the oil-slicked, strike-riddled 1970s, when Japanese badges like Datsun and Toyota crept into British driveways while the unions down at Cowley and Longbridge were still arguing over tea breaks.

But here’s the kicker: this isn’t just a rerun with better batteries. It’s something bigger, bolder, and infinitely faster.

Let’s rewind to the early 1960s. Britain was still clinging to its imperial swagger, and its car industry was a global heavyweight. We were second only to the Americans in output, churning out Cortinas, Minxes and Victors at a blistering pace. But beneath the bonnet lay a wheezing, smoke-belching machine that hadn’t seen a proper rebuild in decades. Chronic underinvestment, fractious management, and mass walkouts meant the rot was deep-set long before anyone uttered the word “Datsun”.

By the close of that decade, Japan had quietly overtaken us, not with muscle cars or motoring romance, but with small, efficient, no-nonsense machines that started every morning and didn’t eat their own gearboxes. British Leyland, our great white hope, was a bureaucratic Frankenstein built to paper over the cracks. The Japanese, meanwhile, had mastered kaizen, built factories that ran like Swiss watches, and tapped into a global shift toward smaller, thriftier motoring just in time for the 1973 oil crisis.

Now? Britain’s car industry still exists, but mostly as an assembly annex for global players; Jaguar Land Rover (Indian-owned), Mini (German), Nissan (Japanese). There’s no national champion, no coherent industrial policy, and certainly no answer to what’s happening in 2025.

If the Japanese invasion of the Seventies was a creeping tide, China’s EV offensive is a tsunami and it’s already at the top of the high street.

Brands like BYD aren’t interested in mimicking Europe. They’re not building cut-price Golfs or knock-off 3 Series. They’re building next-generation tech ecosystems, cars integrated with their own batteries, software, semiconductors and AI platforms. Vertical integration gives them control over cost, quality, and pace that would’ve made Soichiro Honda weep with envy.

MG, once the darling of leafy Home Counties motoring is now a Chinese spearhead, its ZS EV undercutting legacy rivals by thousands while offering more kit, more range and fewer reasons to say no. Omoda and Jaecoo, still unfamiliar to British tongues, are bringing cars that wouldn’t look out of place in a Mercedes showroom but cost the same as a base Focus.

Unlike the Japanese back in the day, these newcomers don’t need to earn trust through decades of reliability reports and mechanically sound mediocrity. They’ve entered a market that wants disruption. Today’s car buyer shops online, trusts tech reviews more than showroom patter, and is more concerned with charging speed and infotainment updates than whether the badge has a Le Mans win.

The Seventies were no picnic; oil shocks, inflation, a government more concerned with surviving until Thursday than with industrial strategy. But crucially, consumers shifted toward Japanese imports because of price and economy. The Datsun 120Y, the darling of driving school cars, wasn’t just cheaper, it went further on a gallon, didn’t need fettling every weekend, and looked vaguely modern compared to a Maxi.

Today, the driver isn’t petrol prices, it’s policy. The UK’s net-zero mandate has lit a fire under EV adoption, and with the 2030 ICE ban looming, demand is being turbocharged not by market whim, but by regulation.

The Chinese have timed it to perfection. While European and Japanese marques scramble to electrify ICE platforms and untangle semiconductor bottlenecks, Chinese firms are shipping fully electric, ground-up platforms by the boatload. And they’re doing it without the millstone of legacy dealerships or brand baggage.

The UK, still licking its post-Brexit wounds, has kept tariffs off the table. Although just this week has excluded Chinese EV from the £3750 EV Subsidy redux. Unlike the EU, which has slapped Chinese EVs with duties up to 45% and minimum pricing, Britain remains wide open. The logic? Lower prices accelerate EV adoption. There’s no domestic champion to shield, and Downing Street would rather see a car plant in Swindon even if it flies a red star than an empty field.

In the Seventies, faced with growing Japanese dominance, the UK government tried the polite approach: voluntary export restraints, 20% tariffs, and veiled threats in Hansard. It didn’t work and by the time ministers finished their brandy, Nissan was already laying foundations in Sunderland.

This time, we’re not even pretending to resist. Open markets, loose regulation, and generous tax incentives make the UK a Chinese dream. While Brussels rattles sabres, Whitehall rolls out the red carpet.

Strategically, it’s a gamble. We’re hoping that in return for market access, Chinese brands will localise production, build battery plants, and create jobs. It’s industrial policy by osmosis. If it works, we’ll get investment without picking winners. If it doesn’t, we’ll be left with a forecourt full of imports and no local stake in the future of motoring.

Let’s put it in context. Japanese brands took a decade to crack the UK market. Chinese brands have done it in less than five years. BYD sells more EVs than Volkswagen globally. Their battery division, CATL, probably supplies half the industry. This isn’t incremental progress it’s industrial domination.

Technologically, the difference is night and day. Japan gave us better-built Escorts. China is giving us cars that update over-the-air, offer Level 2 autonomy, and come with smartphone apps that track your tyre pressure from Tenerife, they’re also safe with the top 5 Star NCAP safety rating. The EV isn’t just a new drivetrain – it’s a software platform, and China with 1.5 Billion inhabitants to test new tech on is miles ahead on that front. They can launch in foreign markets with proven new tech.

British car buyers in the 1970s were brand-loyal, suspicious of imports, and only changed their tune after being burned too many times by dodgy electricals and engines that were engineered to throw con-rods for fun at sixty five thousand miles (cough Ford). Today’s buyers are patently open to new brands and don’t care where a car is built – they care if it syncs with Spotify and charges in under 30 minutes.

Younger buyers, the key demographic for EVs, have no nostalgic attachment to Ford or Vauxhall. They trust influencers more than dealers. They’re digital natives in a world where Tesla has already redefined what a car can be and how it’s sold. Chinese brands, with their TikTok-savvy launches and online sales funnels, get this. The legacy players mostly don’t.

Will Chinese EVs kill off what remains of the British car industry? Unlikely, it’s already on life support. But they will dictate the pace, the technology, and the price point of Britain’s motoring future. That, more than anything, is the lesson we should have learned in the Seventies.

Then, we tried to shield British brands behind tariffs and pride. Now, we’ve flung the gates open and invited the dragon to dinner.

POSTSCRIPT:

In the Eighties, the Japanese built factories here. They hired local. They became part of the landscape. The Chinese? That’s still up in the air. The smart money says we’ll see BYD or Chery setting up UK operations soon – if not for patriotism, then for EU access via a tariff-free back door.

And when they do, remember this: we weren’t conquered. We just let them in. Smiling, silent, and WiFi-enabled – and that, is another story.

DIGITAL MARKETING: 2025 Developments You Cannot Ignore. Pt.1

The first of a five part post on the key developments in digital marketing that businesses should be aware of in 2025.

Part 1. AI Integration in Marketing.

In 2025, AI integration stands as a transformative force in digital marketing, shifting from a luxury to a fundamental necessity for competitive advantage. By leveraging advanced AI technologies, businesses can now orchestrate hyper-personalised customer experiences across all touch-points while simultaneously reducing operational overhead. The technology excels at processing vast amounts of customer data to predict behaviours, automate content creation and optimisation, and deliver real-time personalisation at scale. For example, AI powered tools can analyse customer interactions across multiple channels, automatically adjust campaign parameters for optimal performance, and generate tailored content that resonates with specific audience segments. This intelligent automation allows marketing teams to focus on strategic initiatives while AI handles the heavy lifting of data analysis, routine content creation, and campaign optimisation. The key to success lies in striking the right balance between AI automation and human creativity using AI to enhance rather than replace human insight, ultimately driving more efficient, data-driven marketing decisions that deliver measurable business outcomes.

Advanced AI-powered content creation and optimisation.
– AI can now analyse vast amounts of historical content performance data to identify patterns in what resonates with specific audiences.
– Tools can generate initial drafts of marketing copy, blog posts, and social media content while maintaining brand voice.
– Automated A/B testing helps optimise headlines, email subject lines, and ad copy in real-time.
– Dynamic content optimisation adjusts website and landing page content based on visitor behaviour and preferences.
– AI can analyse competitor content and identify gaps in your content strategy.

More sophisticated predictive analytics for customer behaviour.
– Machine learning models can identify customers most likely to churn and recommend retention strategies.
– AI analyses purchase patterns to predict future buying behaviour and optimal times for engagement.
– Behavioural scoring models help prioritise leads based on likelihood to convert.
– Advanced segmentation identifies micro-segments for more targeted marketing.
– Predictive lifetime value calculations help optimise customer acquisition costs.

Automated personalisation at scale.
– Dynamic pricing adjusts based on individual customer behaviour and market conditions.
– Product recommendations evolve in real-time based on browsing and purchase history.
– Email content and send times are optimised for each recipient.
– Website experiences adapt to individual user preferences and behaviour patterns.
– Personalised retargeting campaigns based on specific user interactions.

AI driven chatbots and customer service solutions.
– Natural language processing enables more human-like conversations.
– Chatbots can handle complex queries and seamlessly escalate to human agents when needed.
– 24/7 automated customer support with multilingual capabilities.
– Proactive engagement based on user behaviour triggers.
– Integration with CRM systems for personalised responses based on customer history.

One key aspect worth noting is that while AI tools are becoming more sophisticated, they work best when combined with human oversight and strategic direction. The goal is to augment human capabilities rather than replace them entirely.

If you are interested in any particular application or to discuss how these AI solutions might specifically benefit your business please contact me.

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MARKETING: The Weak Ad Threat

I spend time researching advertising and too often struck by weak, unfocused and what can only be described as complacent ads.

Advertisements without a strong call to action (CTA) are burning money. Here’s why:

The CTA Imperative. Without a clear directive, potential customers are left confused and unmotivated. CTAs serve as critical signposts guiding users toward the next step in their customer journey.

👀 Key Pitfalls of Weak Copy
– No clear user direction
– Missed conversion opportunities
– Reduced audience engagement
– Lack of psychological motivation

✅ Pro Tips for Improvement
– Use strong, action-oriented verbs
– Create a sense of urgency
– Make CTAs visually prominent
– Clearly communicate the value proposition

Remember: Your copy should not just inform, but ‘inspire action’. Every advertisement is an opportunity to convert interest into tangible results. If the advert is aimed at a specific sector or group have follow up adverts ready to run as a reminder and to be consistent.

Run the rule over each ad.

✅ Great headline

✅ Engaging & informative copy

✅ Call To Action

It’s not 💥💥💥🚀

 

First published on Linked-in.

Contact me if my ‘Do The Simple Things Well’ philosophy resonates.

As ever Like, Share & Follow my social media posts the links are above. 

ADVERTISING: Old School Ogilvy For Today

David Ogilvy, often called ‘The Father of Advertising’ revolutionised the industry with his iconic campaigns. A great observer of detail, his constantly finessed drafts and final adverts combined meticulous research, storytelling and creativity to captivate and resonate with audiences.Here are some of his greatest works and iconic campaigns and how his style can still inspire contemporary advertising. As an enthusiast of old school copy ads from the Fifties and Sixties they are published here complete:
Rolls Royce (“At 60 Miles an Hour”) Known for its now legendary powerful headline, “At 60 miles an hour, the loudest noise in this new Rolls Royce comes from the electric clock” it highlighted product specifics and luxury.
Dove (“One Quarter Moisturising Cream”) Ogilvy repositioned Dove which was struggling for recognition and market share as a “beauty bar,” not just soap, elevating its status and creating a long lasting brand identity.
Guinness (“The Guinness Guide to Oysters”) This series of educational ads paired Guinness with food, blending information with elegance to enhance its sophistication.
Schweppes (“Commander Whitehead”) Featuring the company’s president, this ad exuded authenticity and sophistication, tying the brand to exclusivity.Hathaway Shirt (“The Man in the Hathaway Shirt”). Featuring a man with an eye patch, this ad used “story appeal” to intrigue viewers. The mysterious element drew attention, making the brand memorable.

So here’s the meat in the sandwich as a friend says.

Contemporary Applications of Ogilvy’s Style :

Storytelling with Visual Hooks: Modern brands can emulate Ogilvy’s “story appeal” by using intriguing visuals or unexpected elements in social media campaigns.

Data Driven Headlines & Content: Like Ogilvy’s Rolls Royce ad, brands should craft specific, benefit driven headlines for digital ads to boost engagement.

Authenticity in Branding: Using real people (e.g., founders) in campaigns resonates today, especially on platforms like Tik Tok and Instagram.

Personal Brand: The ‘Commander Whitehead’ as pictured in the Schweppes adverts is an obvious spin-off personal branding opportunity today.

Educational Content Marketing: Ogilvy’s Guinness and Dove campaigns show the power of educating consumers about product benefits aka solving a problem too. A strategy effective in blogs and video content.

In summary, David Ogilvy’s timeless principles truthful storytelling, captivating visuals, and product focused messaging remain essential for modern marketers.

Who are your advertising and copywriting heroes?

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Specialising in effective website and digital marketing content, Steve Coulter is a U.K. based copywriter and content professional with a lifetime interest in advertising and marketing.

CASE STUDY: Change Of Trading Style.

Objective

With a limited budget organically increase the used car enquiries and online visibility of a former Stellantis New Car Franchise nowadays Used Car Sales, Service & Parts.

Included:

Current Marketing Strategy Analysis

Carried out a comprehensive business SWOT Analysis

Agree Goals of increase sales, local awareness, increase website traffic

While maintaining the high customer satisfaction net positive score.

Strategy:

Using Canva created a new modern brand appearance across all advertising. Consistency

Comprehensively improved Google Business Page (GBP) content and encouraged customer reviews to increase net score. Trust

Joined local forums, posting regularly and interacting with local people. Educating & Authoritative

Standardised and vastly improved content descriptions and photography with a dedicated You Tube channel with each car video uploaded and links back to website. You Tube is a great search engine too

SEO website and specific content pages pertinent to the makes and models of cars now being sold.

 

Results:

Uplift in visitors to website. +26% over 4 months.

Increased the quality of content in line with the latest Google algorithm.

Featured at Number 1 and in Top 3 in Google Local Search across many search terms relating to the new business style. Great organic reach improvement

Great feedback from new Facebook interactions.

Increased review score to 4.7/5.0 from 200+ reviews

Corresponding uplift in sales and stock turn.

 

This was a business development and digital marketing project.

 

 

 

 

DIGITAL MARKETING: Money Matters.

We are all motivated or many people would remain in bed all day. The essentials of life have to be accounted for with whatever we can earn. But to achieve more than basic needs we need a driver. A great example is a mortgage. We all want to pay off our mortgage, but actually, having that ball and chain is a driver to earn more to pay what can be an amount that wildly fluctuates as a percentage of our income in our lifetimes. Somewhere you find the money for the home you thought you could not afford. After conducting an autopsy of my own working life and expenditure I believe having a permanent mortgage would have been beneficial. Obviously age and health are pertinent. Where am I going with this?

If you don’t have a budget to start a business you don’t have a business. Don’t start a business if you don’t have six months income set aside too. Investing £x 000 in the start up essentials of a modern enterprise like a sophisticated website not only gives your business an anchor, but somewhere to market to and from and capture prospect data. Repaying initial costs is part of your driver to establish a thriving business and go the extra mile to secure sales. You can also offset against taxable income so it’s less than its actual invoice price. It’s only the modern world where clicks have replaced bricks that not having any premises to trade from could even be contemplated. Before Y2K you couldn’t open a shop without acquiring one, rent or buy. You wouldn’t open a shop right next to another one either unless demand suggested it were viable. Social media has exacerbated the problem. Yes, Instagram, Tik Tok or Twitter is virtually free to use but it’s not as effective as paying for a targeted professional campaign aimed at a specific product or service. Or the data you can extrapolate for next time and who it turns out is your customer.

How much of your start up funds would you invest in a website and marketing to drive traffic?

SOCIAL MEDIA: Video Killed The Literary Star

The Rise Of Instagram Reels Video & TikTok over static images. The new 2021 Instagram Algortihm.

Earlier today on Clubhouse Social Audio during the 4:13 Leadership forum I was asked to compare marketing online now versus twenty years ago. Categorically I would say it’s far more sophisticated, much lower cost, far more effective and offers high quality metrics to measure your efforts and spend. As they say, you cannot manage what you cannot measure. But as far as some platforms are concerned the writing associated with posts is becoming redundant in favour of video for a generation with very short attention spans.

Where platform leaders go, others follow. So with this in mind we are all going to have to consider how we can promote our businesses within the realms of 30 second short video and longer forms of 5 to 15 minutes of content. Influenced by the success of TikTok amongst it’s key demographic, Instagram are moving towards being more of a video than photography platform and ranking Reels use far greater in the algorithm. Post Likes are being dropped in favour of Saves and Shares so it’s vital you encourage followers to support your efforts by doing this with your posts.

I don’t believe the original developers of Instagram ever envisaged that it would be so heavily used by business marketers and like everything in business we should all have a Plan B ready should Plan A be lost to us. Thus we need to develop our use of video in a market sympathetic way, and find alternatives to support the graphics and photography we use as a lead magnet presently. With this in mind, Pinterest looks like a safe harbour and I’ll be looking into this platform next.
 
Instagram is still a heavily used platform so I would continue to post as you are until your analysis shows a diminished return on your time.

DIGITAL MARKETING: Brief Take On Domain Authority

With Internet development, a website’s Authority is a compound metric used for measuring a domain or individual web page’s overall quality and SEO performance particularly against other websites within a similar realm. The score is based upon many metrics representing authority within the field and trustworthiness. Machine Learning (ML) ensures the result is fresh so do not expect to get 100 – it’s a moving target for you to continuously improve and attempt to remain in the top quartile.

The old days of recent, relevant and frequent posts that determined your website’s position in the major search engines list of results has been replaced by a more sophisticated approach. None of the engines officially publish how they rank your site but it is generally accepted the following is instrumental.

Initially an algorithm uses organic search data, web traffic, and back link information to understand the ranking of the most trusted domains on the web. Then a second algorithm uses backlink data compares how your site wins or loses authority by gaining links. The number and own authority of referring domains. The volume of outbound links from referring domains. The total number of IPs and backlinks pointing to the site. Plus further esoteric information.

The measurement is within a range of 1 to 100 with very few domains scoring late nineties.

In my previous post ‘Discoverability’ I described tuning your website and good housekeeping before approaching other businesses within your realm to link to your site – and therefore positively affect your Domain Authority (DA) score. In this respect there is no ‘Good Score’. Obviously you don’t want to be zero and under fifty would highlight obvious improvements that need to be made, but whatever your score, even improving the content, SEO and backlinks for your site may not improve the score if ML comparison websites have also improved or further authoritative sites have been added to the subset and less authoritative dropped.

I’ve mentioned before in Social Selling posts that ‘niching down on a niche’ is the way forward for marketing SME sized companies online in highly competitive fields to become a trusted leader within that particular industry and this is relevant with DA. Ordinarily, you may think that linking to a blog or site with a lower score would be disadvantageous, but in fact, within a niche it could help your own DA. The important thing is to compare your DA with competitors to ensure that your SEO and recently published content is working and giving you a higher rank in search engine’s result lists.

In summary. If a domain score is upwards then a concerted effort with SEO may be yielding results. It may though be that a competitor has fallen back. You see, it’s not a simple yes or no. Heading downwards could indicate a very competitive niche, lack of effort with SEO.

Link building to sites that do not already link with you, listing on trusted directories, mentions in respected articles online (linked) and eradicating broken links or links to toxic sites will all improve your DA.

Astute use of keywords within your content, titles and tags are also a great way of positively influencing this.
 
An analogy may also be, you wouldn’t expect to run a takeaway food business of the scale of MacDonald’s, Burger King or KFC, but you could aim to be the ‘best of the rest’ more achievable and far less frustrating!