There are a couple of things that mark Brazilians of all stripes. Football (the "real" world type) is surely one. There are many others. "Feijoada" is something almost every Brazilian loves, and the "caipirinha" drink has been a constant forever. However, things change. Brazilians now drink more beer than "cachaça" that is the basis for caipirinha and the city of São Paulo boast more sushi bars than Tokyo and eats more pizza than Rome, Milan and Turin combined.
In terms of cars, things change as well. Elected in the mid 1950s, President Juscelino Kubitschek determined that Brazilians would build and buy their own cars. He did so by launching his "Plano de Metas" (Objectives Plan) in 1956 that promised to make Brazil grow 50 years in half a decade (his mandate). Actually, this was deepening of the course Brazil had been following since after the Second World War and as a reaction to a then largely agricultural based economy devastated by the effects of the New York Crash.
The plan followed the substitution of importations ideal. Brazil would not depend on others anymore. As such Petrobras was created, the steel industry (on a grand scale) was re-launched, the road network was incredibly grown, an "interiorization" of Brazil was promoted, agriculture was modernized to produce more food and open up new frontiers, locally built heavy machinery was incentivized and so on. By the time the above mentioned President was elected, several bottlenecks were identified and his plan sought to address them and deepen the process.
And by golly it worked. Sticking to motor vehicles, from 1957 to 1968 the car fleet exploded 360%, buses skyrocketed 194% and trucks boomed by 167%. In this context, and due to its success, Volkswagen become unequivocally associated in Brazil and became Brazilian. Though a late comer here (installed in 1953 while Ford and GM have been present here for more than 90 years), Volkswagen was a key player and made very good use of the Plan's attention to motorizing Brazilians. In fact, the President attended the launch of the Fusca (Beetle) and his famous photo in the factory on-board a convertible Beetle became "the" image of the inauguration of the Brazilian car industry and many think of that as the first Brazilian car.
That picture of course hides as much as it enlightens. The Fusca was not the first Brazilian-built car and that Fusca was the only convertible one ever built in Brazil. Nonetheless, the image stuck. Also, undeniably, the Fusca was (almost) perfect for Brazilians at the time. It sold so much, that to many it is the car that put Brazilians on wheels. 53% of cars sold in Brazil in 1967 were Fuscas. In the late 60s and early 70s almost 3 in 4 cars sold in Brazil were "Volks" (as we say here). Over this time VW do Brasil would add a number of Fusca-derived cars to its stable, the Brasilia, TL, Karmann Ghia, SPI and II. On the commercial vehicle side, the Kombi (Bus) dominated and was many a working Brazilian's car. The first non-Beetle related Brazilian VW was the 70s Passat.
The Beetle was the leader from its launch until 1980. Only the following year would it relinquish the title to the Fiat 147 that would lead until 1983. From 1984-1986, a non-small car, the Chevrolet Monza would be the leader in a historical fluke that punctuates how deep the recession was in those days (only rich people were buying cars), while a Volkswagen, the Gol, would take the top spot in 1987 and only let go of it in 2014. In 27 years, the Gol would outsell the Fusca by a very large margin and would lose the monthly crown only a few times, to rivals from Fiat (Tipo, Palio and Uno).
The ongoing success of the Gol hid a salient fact. Volkswagen was and is not the most sold car brand in Brazil anymore. Hasn't been for more than a decade. During the last few years, it actually became closer to falling to number 3 than regaining number 1 (as it did last year when GM outsold it).
So what happened?
In the text until now, there are a couple of tips. If you read carefully you will see passing mentions of a couple of other brands. In a nutshell, Fiat happened.
In the 50s, Volkswagen had the right product at the right time. The Beetle and Kombi were cheaper than the others in their respective arenas and by force of numbers and simplicity grew a reputation for ruggedness and reliability that could not be overcome. So from the 50s to the 70s a comfortable pattern emerged, Volkswagen on top, selling cheap cars, General Motors and Ford battling it out for second place. Those three together combined to weed out the less strong, like Ford buying out Willys Overland, DKW being absorbed into VW and Chrysler resisting until the 70s when the hard knocks of the oil crisis, Brazilians' growing preference for Euro cars and Lee Iaccoca's retrenchment into America led to it being sold in Brazil (VW picked up the spoils). From that time, only Toyota survived as an independent maker here, but it only made in very small numbers a version of the first generation Land Cruiser, called Bandeirantes, for 40 years and refused to jump into the middle of the fray.
In 1976, Fiat came to Brazil. Making use of generous incentives from the state of Minas Gerais (which extended credit lines, donated land, etc. with the understanding that Fiat would buy back the state's participation after a period), they built what would become the second largest factory in the world today producing almost 3,000 cars a day. The endeavor was so successful that Fiat paid off the state before the deadline.
The car Fiat launched was the 147. In a market closed off to imports, the impact of that car cannot be understated. Front wheel drive, diminutive dimensions, crumple zones. All quite shocking. Of course, the jokes came fast and thick, but the little car shook them all off. It was also the first car that spawned a family. Up till now, most cars were sedans and some offered a station wagon variant. The 147 started off as a hatch, but Fiat managed to build a sedan, station wagon, delivery van, passenger van and pick up off of the same project. It also followed in Volkswagen's footsteps and played the regulatory game well. It was the first mass produced car to run on ethanol just as Brazil was swinging into an all out ethanol strategy. That is a crucial development and led to its leadership in the early 80s.
Of course, the car had some problems. A cranky gearbox, an aversion to water (due to a badly placed distributor that could and did get wet driving over large puddles of water, a very common thing here), a need to keep an eye on the timing belt, but soon these characteristics were absorbed and people could see the strong points, more space inside than competitors (transverse engine), a nice trunk, economy, resistance.
In 1984, the Uno was launched. It took the best of the 147 and added to it. It was bigger, with a larger boot, more comfortable, less noisy. It also gave rise to a large family, including the very successful Fiorino van and pickup variants (that slowly and surely ate away at the Kombi's commercial vehicle dominance). Volkswagen meanwhile seemed intent on remaining "deitado em berço esplendido" (lying down on a splendid crib, as the song says and is so often repeated when referring to Brazil as a country). It kept on producing the Beetle and derivatives. The Passat died. Volkswagen was torn between following the market and keeping its until then perceived selling points (and stressed and stressed ad nauseam in their ads). Air-cooled engines, rear-mounted engines, back wheel drive.
In 1984, Volkswagen finally hit upon a solution. They launched their Gol. Aggressively-styled, it looked like VW had finally made it into the 80s. It was front-wheel drive, had decent interior dimensions, engine in front and a real trunk. However, in signs of what VW would later do by displaying an unjustifiable stubbornness, which contributed to their downfall, the engine was longitudinally-mounted (robbing internal real estate) and…air-cooled. Only the 1986 version, finally launched with a larger engine and water-cooled, would the car take off and the Gol would go on its 27 year joyride.
That would be the 80s for you. A slow, apparently grudging VW renaissance with the Gol spouting a family (very successful), GM in second holding on, while Fiat would slowly pass Ford and become in reach of the larger Volkswagen and GM while Ford would wither into a lagging fourth place. In a closed market, changes were small, but meaningful. Fiat began painting their small cars in metallic shades. Bright reds, blues, green. Even black (a color until then apparently reserved only for larger cars). They built their cars with four doors. Changed the wheel covers every year. In a stagnant market, all the moves, big and small, caught a lot of attention. But it was not only that, their small cars offered AC, power windows before anyone else. There was also some financial trickery. In a time of rampant inflation, VW would raise the prices of their cars fist. The next day so would GM and Ford. Fiat would stave off the increase for a week or two. This meant that for sometimes half a month, their cars would be significantly cheaper, sometimes by 20 or 30 percent.
There was also the issue of Autolatina. Ford was by the 80s the sick man in the Brazilian car-scape. Unable or unwilling to sell their euro Fiesta here, they had the ancient Corcel family and the Escort. None competed on price and Ford engines were weak in comparison. Ford struck a deal with Volkswagen. In return for VW engines, they would build and label some of their cars as Volkswagens. As VW was the controlling partner, they kept the best to themselves. They launched Escort-derived VW versions, while Ford got the engines and a Santana-derived luxury car. Neither fared well. The VW faithful largely reneged the Escort based Pointer and Logus. In an inexplicable decision, the hatch Pointer only came with four doors, while the sedan Logus with two. That as much as anything else explains the flop of these cars. And VW's unwillingness or incapacity to bend to market desires.
(SUGGESTED END OF PART I HERE BEGIN PART II BELOW)
Dispatches do Brasil: How Volkswagen Lost the Market, Part II (1990s to present)
And then came the 90s.
With democracy finally back, a new Constitution, and new economic ideas and policies forcing the market open, the slow pace of the 80s suddenly gave way to much friskier times. General Motors was the first to make use of the opportunities, they would import systems and brought on the best Opel had to offer. The Corsa was launched and soon had long waiting lists and people paying over list price. It followed Fiat's plan, a small car with lots of color and accessory options. Two door and four doors. Soon, sedan, station wagon and a pickup version. All highly successful, all putting pressure on the Gol and derivatives.
Fiat reacted and launched the Palio. The Palio gave birth to the Siena sedan, Palio Weekend station wagon and the famous Strada pickup. What did Volkswagen do? They killed the Voyage (the Gol-derived sedan) and ceded that market that was just about to explode to the Siena and Corsa sedan. They finally redesigned the Gol, giving it the same rounded design as Palio and Corsa, but insisted on their mistakes. Again, and inexplicably, that first round Gol only came with two doors, kept the longitudinal engine. Not only that, but there was no more Voyage, and the Parati station wagon was only offered with two doors. That led to a total Palio Weekend dominance of that market. In time it would outsell the Parati 2-1.
The 90s also brought forth the first rumblings in Brazil of Volkswagen reliability woes. As both Fiat and GM small cars gained better and better market recognition for their quality, Volkswagen's reputation started to sag. Unfortunately for them, this hit at the core of their line, the Gol. The Gol 16v and Gol Turbo were launched to great fanfare. Sporting new engines, they had lubrication issues and most people were loath to keep a Gol 16v past 50,000 km. Meanwhile, both GM's Family I and Fiat's FIRE engine lines would go on to great acclaim, being that Fiat cars would routinely beat VW's in mechanic's recommendation surveys.
On the regulatory front, Volkswagen seemed to have forgotten how to play. In the 90s, due to new petroleum discoveries, prevailing low prices and maker interest, Brazil would ease up its ethanol affliction and go gasoline. In an effort to keep consumption low, the government cooked up a different taxation regime. Instead of taxing cars based on horsepower figures, the basis would now be displacement. This created a new category, the 1.0 L car. At first, this cars would be exempt from some taxes and at launch they cost the equivalent of US$7,500. As it so happens, Fiat had an engine just like that ready for launch and no more than 4 months after the new tax scheme was announced, the Uno Mille was launched. In the beginning as Spartan as could be (non-reclining front seats, no glovebox cover, 4 speed) and only 48 hp; it was nonetheless a great success.
Other makers scrambled and put forth on the market the best they could. GM launched a 1.0 Chevette dubbed Junior, while Ford foisted a 1.0 Escort, christened Hobby. In a testament to how weak-sauced these ideas were, they were abandoned when their makes got around to launching the Corsa and the Fiesta. Volkswagen? They lobbied hard and got a special exemption for the, wait for it, Fusca. Yes, the Beetle. It made a comeback and was produced. In the 1990s. Though it appealed to older and nostalgic folk, the car was basically a laughingstock for most non VW enthusiasts and even some VW apologists were aghast. After two short years, the car was again pulled, quietly, from the market while VW finally launched 1.0 L Gol.
In the late 90s and early 00s, Volkswagen made a comeback. They launched the Fox and the Polo. However, these again underlined some fundamental problems at Volkswagen Brazil. The Fox was so Spartan at first it hurt. It also came at a time when other Brazilian small cars were vastly improving their interiors. It had an embarrassingly small instrument cluster that was gimmicky and unloved. And again, it was launched as a two door and stayed that way for more than a couple of years. It also began chopping off owners fingers. This happened because the car has rather large and heavy seats and when an owner would try to collapse them back into place, unfortunately the natural position of his hands would be exactly in the place the seat clumped down and fastened. As the scandal hit the press and the press was out for blood, VW defended itself by saying that in the manual it showed how it should be done. The press countered by showing the exported Foxes had plastic protections on the metallic bits, a more detailed manual and a fabric strip to slow the seats moving back into their position. Meanwhile, the Polo was expensive and unapologetic for that as well as easily robbed.
The Volkswagen stance on denying anything wrong continued in those areas, too. This made for a great show. And hammered away at VW's reputation in Brazil. As time wore on, insurance on Volkswagen cars became pricier and pricier. So much so that the press finally picked up on it. It would seem that at that time all of VW's Brazilian line was easily robbed. All it took was sticking a screwdriver into the key hole and turning it the other way. That would not only unlock the car, but also turn off the alarm. Besides that, unlike the competition, Volkswagen ignition system was the basic stuff. Meanwhile, other makers in Brazil had some sort of key recognition technology, making the cars harder to start (and rob) if the system didn't recognize the key. It got so bad that the Parati had insurance quotes of half the car's asking price. Volkswagen's answer? The British gentleman, president of VW do Brasil at the time, suggested that Brazilian car robbers had good taste. It would take VW more than ten years to change the system and mark from the factory major systems in their cars… At the same time, the Palio Weekend killed the Parati and the Strada pickup trounced the Saveiro (Gol-derived pickup).
In 2003, Volkswagen reacted. Taking a page from their history, they invited then President Luiz Inácio Lula da Silva to their factory to reenact the famous Juscelino Kubitschek picture. All for the launch of the first flex fuel car. According to them the first in the world (the Ford T would beg to differ). As has been said, history can only be repeated as a farce or as comedy…
However, despite dubious claims, the car did set the trend. 12 years later, all cars in Brazil are now flex fuel and VW got a respite. In another important aspect, they were uncharacteristically quick. In an era when manuals cars are slowly being replaced in Brazil, Volkswagen was the first to launch a mono-automated gearbox in Brazil. This system does away with the clutch, though the mechanical bits are still there, but it shifts for you. Not only that, but its system is better calibrated than Fiat's so it shifts better. And it's less expensive than a true automatic.
The Gol too has been modernized. Sitting now on the last generation Polo's platform, it was launched to great success and gained more distance between it and main rivals Uno and Palio. In the crucial 1.0 L category however, the car had problems right off the bat. Volkswagen erred on the oil specification and the new EA engine would die prematurely. Also, there were problems with the windshield and how it was affixed. Owners would park their cars for the night and the next day would find them in the garage would broken windshields. Though the problems were eventually solved, amid no mea culpas from Volkswagen, this opened the doors a bit more for the competition.
As noted in the beginning of this series, VW once had a market participation of around 70%. As competition grew, Volkswagen showed an unwillingness or incapability of adjusting. Of course, keeping that mark is impossible, but I believe that as result of that, VW was used to setting the template and selling anything it launched. This characteristic has led to its downfall. In 2014 it was third in Brazil, and the Gol lost the sales title. What is the cause of this?
Some have suggested a managerial attitude that borders on arrogance. In a related, but not quite the same reasoning, some think there is a cultural ethos that impedes the company from seeing the writing on the wall and adjusting. Exactly what is so hard about painting your car in metallic colors (like in the 80s)? Or offering up 4 doors when that is clearly what the market wants (a trend that began in the 80s in Brazil and VW only adapted to, with exceptions (!) in the 90s)? Or simply paying attention to the market and not downgrading your car's finishing (Fox and Gol G4) when everyone else was upgrading?
In the last couple of years, Volkswagen has finally started revamping its Brazilian line. The Polo is gone, and the Golf G4 has finally ended production (Brazil skipped 3 generations of the Golf) and the G7 is now a reality. The Gol G5 (and now 6) has finally joined its peers in terms of build and layout, rendering a good, competitive car, while most of the kinks seem to have been worked out. The up! has come to substitute the Gol G4 and is finally gaining some traction in the market moving into the top 10. However, it could be cannibalizing the more expensive Gol as in February 2015 the Gol placed 8th in monthly sales, and that would be its worst month in 32 years. Also, happily, until now, nothing catastrophic has happened to VW's all new three-cylinder engine powering the all important Fox, Gol and up! 1.0s.
However, as I have noted before in many articles on the Brazilian car market, our market is undergoing a major change. Private consumers are rejecting entry-level base cars in favor of better equipped cars. Most cars sold to private buyers come with AC, power windows and steering. Not to mention some have the so-called nice-to-have features that do not condemn a deal if not available, but surely move the car faster (especially if modestly prices, most especially if it is part of the car). Chevrolet's Onix success is no doubt in large part do to one such feature. It comes with a multimedia center in almost all versions. Meanwhile, all Fiat's Unos and Palios (except those destined for fleets) come with air-conditioning and power steering.
As always, Volkswagen do Brasil has been slow on these fronts. This sort of equipment is optional on most of their small car line and au contraire to competitors' the lower priced models made for ad purposes seem to be the standard. In 2015, Volkswagen only has to look at its own sales numbers to see how much this new reality is true. The Fox, more expensive than Gol or up!, but better equipped than either, is their best seller so far this year.
The market has also changed in other ways. The Voyage is a smallish sedan when other sedans that compete directly with it are larger (Renault Logan, Fiat Grand Siena, GM Cobalt). Volkswagen has no small CUV à la Ford EcoSport, Renault Duster, Jeep Renegade. It has no minivan, Fiat Idea, Chevrolet Spin, Nissan Livina.
Hubris. The waste of many a good man. Let's hope Volkswagen can avoid this trap or else the expression that Volkswagen is as Brazilian as feijoada will become as outdated as their leadership in Brazil.
The post Dispatches do Brasil: How Volkswagen Lost the Market, Part I (1950s-1980s) appeared first on The Truth About Cars.
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