Sometimes it’s hard to ask for directions. The latest in a torrent of PSA news stories looks at to the carmaker’s underperforming DS brand, which has some troubling news to impart.
Earlier this week, Autocar reported that PSA’s prestige DS brand has discontinued both the slow-selling DS4 and even slower selling DS5 models. With combined sales of 17,484 for both car lines last year (a mere 5738 of which were the larger DS5), few will mourn their passing. However, should this fill you with a hitherto unrequited urge to Continue reading “Lighting Out For the Territories”
PSA’s close links with Iran may have placed Carlos Tavares in an invidious position regarding his North American plans. We investigate.
One has to have some sympathy for PSA’s Carlos Tavares. Having taken the French carmaker from sick man to industry darling, of late, headwinds have been intensifying. A significant strand of Tavares’ Push to Pass strategy has been an expansion into Eastern developing markets, such as India and the CIS region – one which has been paying dividends, PSA posting a strong global sales performance in 2017, with over 3.7m vehicles made, a jump of 15.4% over the previous year.
But additionally, he’s promised a return of some form to the United States, from which PSA have been absent for almost three decades. It has remained unclear exactly how Continue reading “Tea With the Ayatollah”
Two significant saloon cars debuted at Palexpo this week, but according to our man pounding the show floor, only one makes the grade.
As any traveller will tell you, getting upgraded from economy is much easier said than done. Indeed, the more habituated one is to travel economy, the key to that threshold appears even more arbitrary and capricious. PSA knows all about this. Having squandered brand-Peugeot’s upmarket credentials during the 1980s and having got their creepy ‘drive-sexy’ phase out of the way latterly, the Lion of Belfort has been painfully clawing its way back to some semblance of stylistic and reputational credibility.
What are we to make of the news that Opel will not be exhibiting at the Geneva Salon in March? The announcement came on 16 January, just over six weeks before the show opens to the world’s media.
The official justification from new owners Groupe PSA is that “If there is no new product, then the brands won’t be there”. The under-performing PSA premium brand DS will also not be represented at Palexpo; that’s a distraction I’ll not pursue further.
The corporate excuse is unconvincing. The Grandland X has only recently gone on sale, likewise the Insignia GSi, drearily named but interestingly specified.
With Vauxhall’s future under PSA coming under renewed scrutiny, we look back to Luton’s mid-’70s upmarket ambitions.
As automotive industry analysts ponder the fate of Opel / Vauxhall in the wake of PSA’s takeover, one possible future mapped out involves a shift upmarket. On the face of things, this appears about as likely as PSA getting a sudden rush of blood to the head and starting to take Citroën seriously, but as (im)possible futures go, it may not be entirely unthinkable.
As brand-DS’ pathfinder model becomes available to order, we find ourselves once again asking, what on earth is the distinctive series for?
Yesterday, Autocar reported that PSA’s new DS7 Crossback crossover is now available to order in the UK market, with RHD deliveries starting in early 2018. Pricing ranges from about £28,000 in entry-level Elegance trim to over £43,500 for the highest specification ‘Ultra Prestige’ model. That’s right up there with ‘Premium Luxury’ in the redundant nomenclature stakes wouldn’t you say? Isn’t ‘Prestige’ prestigious enough any more? One could be forgiven for imagining DS’ marketers Continue reading “DS’ New Horizon”
Part two: Can PSA really make it in America? Driven to Write continues its investigation.
It is a truth widely acknowledged in crisis management that there are five key steps to corporate recovery. First: change the senior management. Second: rapidly identify and scope the nature of the problem. Third: take action to arrest losses by cutting the cost base. Four: Stabilise the business and five: return to growth. Up to now, PSA’s Carlos Tavares has stuck rigidly to this playbook, ruthlessly extracting cost from the business, yielding financial results that have had the industry’s top analysts patting his head in approval. Not only in regards to profit, but with financial metrics reputedly the envy of its rivals, PSA’s turnaround looks impressive. But stabilising the business is only stage four of the turnaround gameplan, finding growth in a stagnating market is a horse of an entirely different stripe. Continue reading “Coming Back to America? PSA Looks West : 2”
Part one: Recent reports suggest PSA are considering a return to the US market. Are they out of their minds?
If it isn’t chiseled in stone somewhere, it probably should be. Because if you want to make a success of the auto business, you really do need a viable (and profitable) presence in the United States – it’s simply too big, too diverse and too lucrative a market to ignore. Conversely, it’s also amongst the toughest to break into. Casualties are inevitable, even for the more successful entrants; an unintended acceleration issue here, a diesel scandal there, but you only have to track the fortunes of the auto-absentees to understand the price of retrenchment. Continue reading “Coming Back to America? PSA Looks West : 1”
Berstein Research’s Max Warburton recently made some stark observations on brand DS’ prospects which make sober reading for PSA chief, Carlos Tavares. But is he right?
“Ill-defined, low consumer recognition and highly unlikely to generate shareholder returns”. Not my words, but those of the European industry’s current economic sage. But is Max Warburton being fair? Lets look at the evidence. Take DS’ brand identity. Is it a Citroën, a non-Citroën or an anti-Citroën? Nobody seems to be sure. DS has no visibility in the marketplace – few outside the industry or its followers knows what it is, or what it’s for. The cars themselves offer little to distinguish themselves from cheaper Citroën derivatives, merely fussier styling and a thin veneer of luxury. Neither the DS4 or 5 can be accurately positioned within their segments, being neither fish nor fowl; the DS4 in particular a symphony in pointlessness. Continue reading “Diamond Dogs – The Distinctive Series Dissected – Part two”
Part one: With the jury on PSA’s luxury line coming to some less than palatable conclusions, is Carlos Tavares in the mood to listen as the DS project sputters and pops.
When PSA launched the DS line in 2009, many observers viewed it as the final throw of the dice for Citroën. Suffocated by a value strategy that saw ever-decreasing returns, the ailing brand icon appeared on its last legs. Critics and Citroënistes alike condemned PSA’s plan as madness, yet early sales both in Europe and latterly China saw many of us eating sizeable chunks of humble tarte. Indeed so bullish was PSA Chairman, Carlos Tavares last year that DS was divorced from Citroën as a stand-alone marque. Continue reading “Diamond Dogs – The Distinctive Series Dissected”