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For several years, the classic car market has been attracting considerable media and public attention, but the research literature is virtually nonexistent. The purpose of this paper is to address the factors that determine the values of classic car models and explain the remarkable price differences among them.

The paper develops and tests a set of research hypotheses about the effects of model characteristics on market values in the context of a generalized hedonic price model that also accounts for heterogeneity among classic car brands.

It is demonstrated that classic car model values reside at several levels and are determined by observable characteristics pertaining to aesthetics, rarity, engineering and performance. In addition, we show that classic car marques play a critical role in the determination of model values and account for considerable variation in values, even after controlling for observable model attributes

This is one of the first empirical studies to address classic car model value formation. The findings reveal how measurable, observable factors determine classic car model values and augment our understanding of a very interesting but understudied market.

This article aims to analyze the relationships between the different categories of rare whiskies and the opportunities for investors and collectors.

This article uses indices representative of collectors, market performance and specific from 2008–2022 to a distillery and determine the returns. The author performs stationarity tests, cointegration procedures and the Granger non-causality test.

The results of this article indicates that average returns are positive. In addition, there is a wide range of annual returns, i.e. strongly negative and positive, leading to possible speculation over short periods. High and heterogeneous volatility accompanies these potential gains. The correlations between the different returns of rare whisky are close to zero, indicating potential gains in terms of portfolio diversification. This result is crucial for investors-speculators that benefit from an additional alternative asset. Cointegration relationships are more numerous in the short run than in the long run, confirming that rare whisky could present potential gains for investors, as collectors have in-depth knowledge of the relationships between the different markets.

Finally, the author discusses the implications for different categories of economic actors (investors, collectors, sellers and producers).

Properly conceived, conducted and interpreted, motivation research can be an extremely powerful management tool, designed to help the manufacturer or advertiser to sell more goods. Its aim is to expose the market situation, explain it and suggest courses of action which will lead to desired changes. It is a way of looking at a problem rather than a collection of specialist techniques and is strictly practical. Hence it can be used alongside other market research tools for the solution of marketing problems and can be applied to a wide range of business activities. Much of its development has been in the advertising field but it can also help in the formulation of production policy, solving packaging problems and marketing operations. It is examined here in all these contexts. The idea of motivation research, the reasons for its use and the techniques by which to apply it are discussed, as well as the pitfalls that are likely to occur. New and imaginary case studies are used throughout to illustrate points. A review of the subject literature is included.

The purpose of this research is to explore the practical implications of brand management decisions, particularly those involving the combination of luxury and mass‐market brands within the same organization through merger or acquisition. The aim of the paper is to expand brand theory by linking it to administrative heritage in the context of the increasingly integrated global automobile industry.

Integrated case studies of Jaguar, Mercedes‐Benz, and Saab illustrate the effects of brand extension and dilution through the lenses of brand development, luxury brands, and administrative heritage theories. The recent history of acquisitions and mergers involving luxury automobile brands provides background to the in‐depth examination of these three specific instances. Conclusions are reached by comparing and contrasting the experiences of these firms relative to their mass‐market siblings.

The blending of luxury and mass‐market automobile brands in one corporate portfolio engages advantages of scale and scope economies, but induces potentially fatal brand corrosion. Consumer perceptions of luxury brands are influenced by the degree of commonality with the associated mass‐market brands, independent of whether the luxury brand or the mass‐market brand is the dominant corporate vehicle.

The paper provides insights useful to practitioners as well as academic researchers. The novel juxtapositioning of the concepts of luxury brands, administrative heritage, and global strategic management through mergers/acquisitions demonstrates the unintended consequences of complex interactions in a dynamic industry. The paper concludes with suggestions for further research.

The purpose of this paper is to examine the role of ethnocentrism in attenuating the negative country of origin effect and latecomer brands. The literature has established the importance of the “country of origin” effect, and this study compares consumers in the Asian emerging markets to developed consumers' response to cars from China, India and Russia.

Data on consumers' willingness to purchase cars from emerging markets such as China, India and Russia were collected from 3,201 respondents in those three emerging markets and in the three most important Western car markets, the USA, the UK and Germany. The study employed a choice-based conjoint analysis.

The results of this study confirmed the hypothesised ethnocentrism in the emerging markets with a strong preference for their own latecomer brands (Great Wall, Tata and AvtoVAZ, respectively). Developed markets in contrast are more sceptical of the Chinese, Indian and Russian car brands, but there is nonetheless substantial potential, especially with consumers who have previously bought latecomer brands from Asia. Utility values per brand, price, brand-partnership, product features, warranties and also place of manufacturing/assembly have been calculated in the study.

This paper should prove valuable to academic researchers in establishing strong consumer preferences in emerging markets for their own products, and in establishing the potential of latecomer brands in developed markets.

The aim of this study is to explore the attempts by early twentieth century cyclecar manufacturers in the UK and USA to segment the personal transportation market and to position early cyclecars through the development of unique product attributes and advertising. More specifically, the authors speculate about early twentieth century British cyclecar marketing strategies that implicitly recognized a sports car segment and positioned cyclecar brands to meet the needs of that segment.

The primary source material for this research is a sample of 205 print ads and articles from the early twentieth century (1912-1921) specialty magazines devoted to cyclecars in the UK and USA. We combine the content analysis of the sample of ads with a critical reading and interpretation of a sub-sample of those same ads.

Between 1910 and 1921, a new form of personal transportation was developed that combined the technology of motorcycles with the utility of automobiles. Known as “cyclecars”, these vehicles were typically constructed from off-the-shelf motorcycle parts and assembled in small batches by a myriad of manufacturers. Current scholarship suggests that the cyclecar craze of the 1910s ended with the introduction of low cost “real” automobiles such as the Ford Model T, Austin 7 and Morris Oxford. We use the content analysis of cyclecar advertisements to construct a brand-positioning map of this emerging segment of the transportation market. We argue that while the core cyclecar positioning was in direct competition with small economically positioned cars such as the Ford Model T, a significant part of the market, primarily centered in the UK, could be considered as for sports cars. That segment of the cyclecar market, along with the development of cyclecars into urban delivery vehicles, continued over time and has re-emerged today in a range of three-wheeled sports cars, including the updating and continuation of the British Morgan 3 Wheeler model which was launched during the heyday of cyclecars.

The authors can only speculate about the impact of the Ford Model T in this study. Further research on that issue is needed.

This is the first historical study of cyclecar marketing. Most of what little has been published about cyclecars focuses on their design and technology.

The purpose of this paper is to develop an innovative model that can be included within the market approach methods for property valuations. The algorithm takes into account the frequent high level of dissimilarity of the comparables selected for the assessment, thus providing for the use of appropriate similarity and reliability coefficients capable of weighing the data of the comparison sample with respect to the different degrees of similarity and reliability.

The proposed model borrows the operative logics of the goal programming techniques, in order to identify the solution, the market value of the subject property and the implicit prices of the different influencing factors, since they are more reliable from the mathematical and empirical points of view.

The model has been applied to two case studies, relating to samples of residential properties located in the city of Naples (Southern Italy). The results obtained have outlined the high valuation performance of the developed appraisal model, capable of overcoming the applicability limits of classical market approach methods as well as providing solutions that are highly consistent with the expected empirical phenomena.

The research takes into account the growing need of both professionals and end users (banks, courts, public and private Entities, etc.) for valuation models that are easily repeatable and sufficiently objective. They are required in order to allow for the rapid verification of the elaborations carried out as well as to check the valuer’s appreciation of the contribution of the influencing factors in the market price formation. The outputs of the two applications developed have highlighted the ability of the proposed model to satisfy these market requests.

The proposed model can be easily implemented through a simple calculation program, with the mathematical structure elaborated allowing to overcome some application limits of the classical market approach methods. Furthermore, the introduction in the algorithm of appropriate similarity and reliability coefficients, capable of suitably weighting the data of the comparison sample, allows to widen the spatial horizon for the identification of the comparables as well as select properties characterized by a high level of dissimilarity. This makes it possible to apply the model in territorial contexts characterized by markets that are not excessively dynamic.

To assess how advances in technology are changing the market prospects for paratransit, particularly DRT services.

To review recent developments in technology-enabled paratransit service through their impact on the supply curve for local transportation.

Some technology-enabled paratransit services, notably one-way car sharing and shared ride services offered by transportation network companies (TNCs), have been successful in generating significant usage within the past 24 months in Europe as well as the United States. At the same time, the introduction of technological advances in a comprehensive technology platform used for general public DRT services in Denver has not resulted in a ridership response of a large magnitude. Similarly, technology-enabled micro-transit services have had difficulty attracting sustainable levels of ridership. This suggests only some packages of technological innovations are able to shift the transportation supply curve. The key appears to be the development of a comprehensive technology platform which makes the new service simple and convenient to engage, use, and pay for; it is also highly advantageous if the service is less costly to the end user than existing alternatives.

Technology-enabled improvements of paratransit/DRT services are feasible and increasingly available, but the evidence shows that only when the use of technology significantly shifts the supply curve for local transportation that major impacts occur.

To provide concrete evidence as to the circumstances in which technology can make a significant impact on paratransit’s market prospects, but also identifies some of the limits to technology being able to create such impacts.

The purpose of this paper is to demonstrate how a business idea can be successful in the long run in a rapidly changing environment. Students could learn about the carsharing market and the world of start-ups. During the lesson, students could practice business modelling based on “Value proposition Canvas”. With this model, they can understand the real needs of the customers and the services, with which companies can provide gains for the clients and decrease users’ pain. Beside business modelling, the case provides the opportunity to learn about the concept of First Mover Advantage, which describes the possible advantages of being first on a market. Three different sources can provide first mover advantage: technological leadership; pre-emption of scarce assets; and customer loyalty. Start-ups should systematically think about acquiring some of the above to sustain their advantage.

This case is about a carsharing start-up GreenGo, which was the first company introducing the concept of carsharing in Hungary. GreenGo was founded in November 2016 in Budapest. Until today, it has approximately 170 cars and could establish a solid customer base with 6,000 subscribers. After one year of monopoly, GreenGo got a competitor, when MOL (one of the largest companies of the Central European region) entered the market with its new carsharing service: MOL Limo (Limitless Mobility). MOL Limo is using the same business model and marketing mix as GreenGo and started to operate with 300 cars. The case describes the urban transportation of Budapest, the business model and value proposition of GreenGo and MOL Limo in depth. It also presents some possible options for GreenGo to react to the new market situation.

Master in management, MBA.

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CSS: Strategy, Case study organisation: GreenGo.