March 1, 2016
After a decade, the Corolla Effect and been corrupted into Crapolla affecting the essential essence of automotive inspiration. Automakers were no longer aspiring to create a product to outperform and outlast the competitors, instead they did the opposite. The concocted underhanded schemes (sometimes referred to as prudent business practices); asking themselves: how can we make people buy more Crapollas? Being that the very idea of an automobile started as an item of opulence; the luxury car was all but an equation well before the 1980. Making a luxury car was as simple as buying the best materials and putting them into the cabin of an automatic automobile with cruise control. However, automakers were amateurish on the other end of the spectrum. Before the Corolla effect took hold, cars were hit or miss; one either got an awesome automobile from a veteran brand still building loyalty (or a new one establishing credibility), or a lawful lemon that one would eventually leave stranded while hitchhiking home. Minimalism to attract new buyers had not been dominated in the modern automobile (again, the Model T is not considered a contemporary car and the Beetle was not sufficiently convenient (manual transmission)), until the second generation Corolla was released in 1970. After other automakers beheld Toyota attracting first time buyers in record numbers; all started trying to design a cheap car with Corolla efficacy. By the early 1980s, the cat was out of the bag; Americans have prudent plebian parsimonious tendencies to lame-mobiles when it comes to choosing a daily driver. They would prefer having a mundane car that they can always rely on, rather than a risky rogue vogue rider. Those fully-justified, prudent, fools begat a flood in the market. Thusly, a race for the high volume sales crown began. However, building a not-yet-Crapolla that hit all the marks in a boxy frame was only the beginning; the next leg of the race was getting the price as close to rock bottom as humanly possible to undercut the competition. Sadly, it was in this part of the race that cars lost their intrinsic soul, and the Crapolla was born. Comparatively speaking, this was came far the easy part. After summiting the mountain, they walk further down and closer to see what people’s limit is. In other words, how much the general population willing to scrimp to save a few (thousand) bucks on a Crapolla. By the 1980s, other auto manufactures found their own happy medium. Unfortunately for them, after designing their own adequate-mobile stencil; automakers came to a harrowing realization: even a merely sufficient car built after 1975 (thanks to the implementation of lemon laws) should not need to be replaced unless something goes catastrophically wrong. Ironically, the race for more sales led to a place devoid of them. A car sold solid will convince those on the fence, to buy, but once the fence is clear there are no new buyers. Multi-car households are a relatively new idea. Before that, people were happy sharing one car. Automakers needed to find a way to make people buy new cars, thus we entered the Crapolla home stretch. Cars began to be manufactured with built in lifespans, as long as they did not clunk out immediately, car makers were safe from prosecution. Crapollas grew to prominence in the 1980s. Even with a superb adherence to the guidelines of routine maintenance, most Crapollas would yield to age before their time. The owner, now accustomed to a new level of convenience promulgated by the prevalence of cheap cars, would have to go out and buy the first car that could suit his or her needs. Thusly the cycle of Crapolla continued.