• Don Norman on Ethnography and Innovation – Some great commentary on Norman's piece (discussed here as well) including the very exciting revelation that Edison did something very much like ethnography!
• General Motors – The Lab – It’s a pilot program for GM, an interactive design research community in the making. Here you can get to know the designers, check out some of their projects, and help them get to know you. Like a consumer feedback event without the one-way glass.

  We work on ideas that will influence our future vehicles. We want to share our ideas, inventions and pre-production vehicle designs. We want to build the right cars and trucks for your future. We want your opinion.

• Iceberg Digital Book Reader for the iPhone – Digital books as content, as hardware, as a platform, as an OS, as an app? Interesting to see a range of approaches appearing. Iceberg use the iTunes store to sell the books, which seems like a brilliant strategy, leveraging a storefront/distribution platform that already exists.
• Steal These Books – From Wikipedia page about book theft, a set of articles that describe what books get stolen from bookstores (independent, chain, and campus) and libraries.
• Archaeology’s Hoaxes, Fakes, and Strange Sites – A large set of links to articles about fake archeological-type stuff (discoveries, artifacts, and the like). How and why.

Locavore iPhone app

Locavore (also localvore) is someone who eats (or tries to eat) food from within a certain radius, typically 100 miles. In 2006, Google opened Cafe 150, a restaurant on its Mountain View campus that only uses ingredients that come from within 150 miles. The 100-mile diet is a book, a website, and a movement.

This is a powerful idea that, as it has taken hold, has entered our vocabulary and shifted our mindset. Even if we don’t do this, we consume the idea. It’s a meme.

Now, here come the electric vehicles. A similarly urgent effort to create change that asks us to fundamentally revisit how we do a primary activity. The fully electric Chevy’s Volt has a much-discussed 40-mile-without-recharging-capacity, based on some data (which of course, is disputed) showing 80% Americans drive less than 40 miles per day.

These two ideas are not parallel. At 41 miles, imagine that your car stops dead by the roadside and you’re stuck with a AAA situation. At 151 miles, your radicchio isn’t quite as local – but you don’t go hungry. Even so, the food people have done a much better job at creating a new story that quickly captures the essence of a new behavior.

Do you know how many miles a day you drive? The EV people, and Chevy especially, would do well to help create awareness at a general level (that people drive this much, on average) and a personal level (here’s how to figure out how much you drive, or how to map a 40-mile capacity against your typical usage). There’s potentially a gap between how well the Volt would work for most people and how well those same people believe the Volt would work for them.

We’ve seen people wearing pedometers to track another unknown distance: how far they walk in a given day. Why not give away car pedometers (yes, cars already contain equipment that provides that information, but the point here is to celebrate and raise awareness)? Where equivalent term to locavore for the daily driving case? 40-milers? loca-motives? Where are the use cases or archetypes that help translate into something familiar? How far does a mom in the ‘burbs drive? How about someone in the exurbs? Or a traveling saleswoman/road warrior? There’s a lot that can be done just on expanding the idea itself, to help set the stage for the coming solutions.

• Shudder: Ford is using "Invented characters" to get everyone on the same page – Antonella is the personification of a profile created from demographic research about the Fiesta’s target customer, said Moray Callum, executive director of Ford Americas design.

  Ford is using characters like Antonella to bring a human element to the dry statistical research drawn from polls and interviews. Based on psychological profiles, these characters are a more modern version of the “theme boards” that designers once covered with snapshots and swatches of material to inspire a design. They are also like avatars, those invented characters used in online games and forums to symbolize a participant’s personality.

  “Personalizing gives context to the information we have. Sometimes the target demographics are difficult to relate to by, say, a 35-year-old male designer.

  “We found in the past that if they didn’t understand the buyer, designers would just go off and design something for themselves,” he added.

• All of the highbrow talent lavished on lowbrow fare – Frank Bruni riffs on shifting trends in food and tastes as informed (or exacerbated) by the Internet's power to bestow a laser-like focus on the details of the details. Cupcakes, donuts, hot dogs, hamburgers, but what does it all mean?

• Mini places last in J.D. Power quality study – but mfr. thinks this is a good thing? So what is "quality"? – Mini says it deliberately engineers quirks into its cars, like oddly placed dashboard controls or unusual interior lighting, that drag down its ratings in such studies. But Jim McDowell, vice president of Mini's U.S. operations, said those design features are central to the brand's personality.

  "Mini has some idiosyncrasies that we engineer into our cars. We want to make our cars remarkable little cars." McDowell attributed Mini's poor performance in J.D. Power's most recent study to design quirks like the windshield wiper control. In the Mini, it's a button that presses rather than a knob that turns. Its cars feature adjustable ambient light colors ­ not an option you're likely to find in your standard Dodge Ram pickup.

  J.D. Power says the top five problems reported in the overall study were wind noise, air conditioner or heater control problems, interior scuffing, audio control problems and brake noise.

From a recent rental, here’s a dashboard indicator I’d never seen before. As far as I could figure out, while the car is warming up, the engine temperature light shows a green “cool” indicator. At least, it disappeared after a few minutes, so I concluded that was associated with the car warming up. We don’t want the engine to be too cold, and any indicator at all is perhaps a bad (or less good) thing, so it seemed to be a warning. But green is good, so is it good that it’s lit up? Is it good that the engine is cool? Is it bad when it goes out?

See more of my Vancouver pictures here.

Man and boy, Chicago

The US auto industry now has its own crisis news page.

In a recent Daily Show interview, Jon Stewart and UC Davis transportation expert Daniel Sperling pondered the idea of using this crisis as an opportunity to put money into building a new, more sustainable transportation infrastructure.

A friend of mine has put down a deposit on the Aptera, but is unclear about when his car will be coming.

While all of the alternatives to gas-powered vehicles have their pros and cons, the current personal transportation model is providing clear feedback that it’s time for some divergent thinking on this topic.

What do people really want and need? Are there viable paradigms besides the “car-in-every-garage” (e.g. Zipcar, etc.)? How are systems as complex and socially/economically ingrained as the auto industry and vehicle infrastructure best addressed?

Related posts:
This year’s (business) models
Rage With The Machine
Cultural reverse engineering
Parody as time capsule

I’m seeing a lot of these lately on rear windows of minivans and similar larger family-sized vehicles: icons that represent every member of the household (including pets).

Seems like a new example of personalization; an untapped bit of car real estate, and a new message to publish (who are the – writ rough – people in our household).

I wonder if this is more common among Hispanics and/or the churchgoing. Any ideas? Do you have one of these? Where did you hear about it? Where did you get it?

Here are two cartoon shorts that reveal powerful and dated perspectives on consumer culture and the automotive industry. Dated isn’t bad; in these cases it tells us a lot about what the concerns of the time were.

From 1974, a pilot for a MAD television special. It’s the credits and the first segment, a cynical interview with an automotive executive. The theme of poor quality screams out loud and clear.

From 1951, Tex Avery’s Car of Tomorrow. Silly concepts that speak to social attitudes and concerns from that period. Which ones have changed? Unlike the MAD piece which frames its critique by being very current, this cartoon looks to the future and reveals these values somewhat more indirectly.

We have some time before we can expect to be driving Chinese cars.

Despite growing anxiety that the Chinese would quickly seek to conquer yet another important industry, it now looks as if it will be at least another several years before Chinese automakers start exporting large numbers of cars they both design and make. They had intended to start selling their own brands in the United States as soon as 2007 but have pushed off their plans by a couple of years.

And now, some Chinese auto executives admit, it could be as late as 2020 before they will be ready to take on the world auto market.

That’s not to say that the Chinese will not follow in the footsteps of Japanese automakers, who first sent over chintzy cars that were roundly criticized, only to set new standards for the industry in later years.

Still, despite China’s manufacturing prowess, it is, for now, proving a lot harder than automakers here anticipated to make cars that appeal to Western tastes.

Here’s a story about who these Indian engineers are, or aren’t. Frankly, I was glad to see this article, not for protectionist reasons, but simply to acknowledge that we’ve got dramatically different cultures around work, collaboration, education, success, and everything else, and that’s obviously going to play out in the hiring/working space.

India still produces plenty of engineers, nearly 400,000 a year at last count. But their competence has become the issue.

A study commissioned by a trade group, the National Association of Software and Service Companies, or Nasscom, found only one in four engineering graduates to be employable. The rest were deficient in the required technical skills, fluency in English or ability to work in a team or deliver basic oral presentations.

And finally here’s yet another story about Americans working for Indian firms (I last blogged about it here)

For the job seekers, India represents a new kind of ticket. Katrina Anderson, 22, a math major from Manhattan, Kan., accepted the Infosys offer because, she said, it provided the most extensive training of any company that offered her a job.

An added bonus was the chance to travel halfway around the world. “Some people were scared by the India relocation,” she recalled. “But that pretty much sold it for me.”

When she finishes the training in January, Ms. Anderson, a graduate of the University of Notre Dame, will return to the United States, to work in the Infosys office in Phoenix.

For the Americans at Infosys, culture shock combines with surprising discoveries. Mr. Craig and Ms. Anderson admitted to having their stereotypes of India quickly upturned. Mr. Craig expected elephants and crowded sidewalks; Ms. Anderson expected stifling heat and women who covered their heads.

The Infosys training center, with its 300 acres of manicured shrubbery, is a far cry from the poverty of much of this country. There is a bowling alley on campus, a state-of-the-art gym, a swimming pool, tennis courts and an auditorium modeled on the Epcot Center.

Mr. Craig, who still calls home nearly every day, says he has made an effort to teach himself a few things about his new, temporary home. He has learned how to conduct himself properly at a Hindu temple. He makes an extra effort to be more courteous. He has learned to ignore the things that rattle him in India – the habit of cutting in line, for instance, or the ease with which a stranger here can ask what he would consider a deeply personal question.

“I definitely feel like a minority here,” he said, sounding surprised at the very possibility.

Ms. Anderson has tried to ignore what she sees as a penchant for staring, especially by men. She has donned Indian clothes in hopes of deflecting attention, only to realize that it has the opposite effect. She has stopped brooding quietly when someone cuts in line. “I say, ‘Excuse me, there’s a line here.’ “

Tokyo Times points us to a car that wears its kawaii on its er um tires. Benny the Cab, anyone?

Like I said earlier, the old car is gone. Here’s the new one, a brand new Mazda RX8!

WaPost on a stellar Hispanic car salesman

On the outside, a Hispanic car salesman may not appear radically different from the domestic model. But on the inside, he is thinking about how to bridge more complicated cultural currents. To succeed, he must also sell well to non-Hispanics, while in dealing with his own community, he must decide if he will be their champion — or use their trust to take advantage.

‘I have not received one call saying anything bad about German. That speaks highly of him,’ says Alejandro Carrasco, operator of Radio America, 1540 AM, a dominant figure in local Hispanic broadcasting who crusades against businesses preying on Latinos.

The Hispanic car salesman must also be savvy to differences. Hispanics are much more likely to take the advice of friends and relatives about what to buy and who to buy it from. They seek a guide in a land of dizzying choices and information overload.

If a car has a problem, a non-Hispanic buyer will report to the service department. Not Hispanics.

‘They come and see the salesperson, even if the service person speaks Spanish,’ says Gus Casabe, used-car manager at Alexandria Toyota, one of a handful of Hispanic salesmen in the area as long-established as Vidal. ‘It’s some kind of different relationship between the salesperson and the customer than American people have. . . . Once you get into a relationship with a Spanish customer, unless you do something crazy, it’s almost forever.’

Vidal says this customer loyalty is simply a cultural instinct of Latinos — a triumph of the relational over the transactional. ‘That’s what we are,’ is how Vidal explains it. ‘It’s our culture back home.’

Although the press is mad to talk about cultural and economic changes brought on by India and China, I think as interesting/complex/challenging a story is the globalization of the US through increasing immigration. This here is just one example of many, of course.

The New York Times offers some nice cultural insight on the phenomenon of decals in car rear windows as tributes to the departed. Decal Junky, cited in the piece, has six pages of memorial decals.

Arturo Ramirez of Cathedral City, Calif., who expressed his grief over the death of his friend Ernie Zamorez in a car crash in October 2004 by having 50 car decals printed at $5.50 apiece, said he sees the tributes primarily on cars of people with Latin American backgrounds. Trips around the Coachella Valley and Los Angeles freeways, however, turned up other backgrounds as well. “In Loving Memory of Rocco DeJoseph” read one decal on the back of a blue Saturn, positioned next to a decal proclaiming “Italian Princess.”

Those who study the way societies process death see the decals as yet another iteration of an increasingly mobile and transient America. “We try to keep track of our dead,” said Thomas Lynch, an undertaker and poet in Milford, Mich., who has written two books on the culture of death. “We’re the only species that does. There’s a need to name the loss, to give it some texture.” The decals, Mr. Lynch said, are “bringing the cemetery to the freeway.”

Gary M. Laderman, director of the graduate division of religion at Emory University in Atlanta and the author of two books on funeral customs, said the decals bring a do-it-yourself mentality to memorializing death. “It’s part of the post-60’s consumer empowerment, where everything can get caught up in commercialization,” Professor Laderman said. “Before, it was left to the funeral home. Now you take the production into your own hands and have it your way.”

In Southern California, where so much of life is conducted in cars, many people say it makes sense for death to be reflected there too.

Leanne Fuller, the girlfriend of Ernie Zamorez, said decals were the most efficient way to get word out about his death. “He had friends from high school who didn’t hear anything in the news, and they see the car and know he died,” she said, adding that she will keep the decal on her Honda Civic until it falls off.

’88 Dodge Aries is a fake TV ad for what was my first car. I can’t remember what year it was, but I bought it used. It had a really really awful smell in it, like an animal had died in it, but it took 3 months for the dealership perfume to wear off and for me to notice the smell. It needed a new radiator, but I had no idea; I just knew that even with the heat off, in the dead of winter, I couldn’t wear a jacket while I drove on the highway or I’d be just too hot.

I put a lot of miles on it, and then eventually it died – I think right around the time we traded it in for something else.