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Abstract
Order of entry has been demonstrated to have a significant effect on market share. A number of explanations for this effect have been suggested in the
marketing and strategy literatures. To date, the market share advantage gained by pioneers has typically
been treated as a main effect-an automatic regularity. Treating order-of-entry as a main effect implies
that there is no penalty on the effectiveness of a
brand's marketing instruments for late entry and
that a late entrant can compensate for being late by
dedicating sufficient marketing resources to their
product.
In this study, we investigate the influence of order-
0732-2399/96/1503/0222$01.25
pp. 222-242
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1988; Moore, Boulding, and Goodstein 1991) or orderof-entry (Urban et al. 1986; Kalyanaram and Urban
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of Entry Effects
In general, the literature suggests that the advantages
of early entry dominate the disadvantages. By entering
posed whereby pioneering influences, for example, relative product quality and the relative prices that brands
charge.
Quality = a0 + alPioneer +
Price = 60 + 61Pioneer +
categories examined.
entrants to do so.
MS = OrderolQualityO2Advertising3 . (1)
While, as discussed below, a number of competing explanations for an order of entry effect have been proposed, the main effect model suggests an automatic regularity without explanation.
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that allows the use of cross category data and does not
advertising costs.
try. The lag between entries could be the sole reason for
Mix Effectiveness
that have been in the market for at least three years (Ur-
ban et al. 1986), the effect may depend on the time the
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ered.
Information search and information integration also
and categorization.
shares the most features with its category and the fewest
Nakamoto 1989).
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ket,
share even with substantial price cuts. A brand that contributes greatly to the process by which a consumer becomes aware of and learns about a product category, is
likely to be viewed as prototypical. Carpenter and Nakamoto (1989) argue that later entrants positioned close
to the prototypical brand become less distinct, while the
prototype becomes more distinct. Since consumers of-
totype, that brand has the advantage of being perceptually distinct. That is, the prototype (perceptually)
overshadows later entrants. Because the later entrant is
provide a higher quality product.2 A number of empirical studies have shown that the size of the considera-
decision to consider an evaluated alternative. The decision to evaluate a brand entails a trade-off between
the cost of search and the expected benefit from including the brand in the consideration set. The decision to
are strongly discrepant from the general category (Day, Shocker, and
moto provide experimental results to support this argument. Hence, there should be asymmetries with re-
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by consumers.
advertising.
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market share.
the market:
Data
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model specification.4
Market Share and Order of Entry Data. Ward's Automotive collects monthly unit sales data for all brands
of automobiles and trucks sold within the United States.
approaches saturation.
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Avg.
Average
Order Entry Exit Avg. Sales Market Median List Avg. Quality Advert'g Avg. Dist'n
Brand of Entry Period' Period' (units/mo.) Share Price ($) Rating ($k/mo.) (No. of Dealers)
Bronco 1 - - 3,824 6.9% 16,039 3.03 496 4,644
Blazer 2 - - 2,444 4.6% 15,192 2.22 347 4,908
Jimmy 3 - 12/912 596 1.1% 14,621 2.25 128 2,429
10
3/83
467
0.1%
13,691
3.28
341
260
Yukon
26
1/922
504
0.1%
2.25
565
2,334
Toyota Van 1 9/83 12/892 1,569 9.6% 12,775 3.59 165 1,096
Caravan 2 11/83 - 13,978 28.8% 13,364 2.90 1,924 2,977
Voyager 2 11/83 - 12,429 26.1% 13,445 2.94 2,016 2,995
Astro 4 11/84 - 6,548 12.3% 13,613 2.48 602 4,854
Safari 4 11/84 - 1,721 3.1% 13,678 2.50 179 2,408
Aerostar 6 7/85 - 12,029 20.9% 13,938 2.78 1,041 4,590
Mitsubishi 7 11/86 3/92 262 0.5% 14,961 3.07 70 333
Nissan Van 8 1/87 9/91 604 1.2% 15,931 2.04 84 1,110
Mazda MPV 9 8/88 - 3,142 4.7% 16,369 3.27 0 872
Town & Country 10 6/89 - 624 0.9% 25,304 2.93 1,237 2,988
Lumina 11 7/89 - 3,976 5.7% 16,085 2.11 753 4,696
Trans Sport 12 10/89 - 2,222 3.2% 17,961 2.75 882 2,939
Silhoutte 12 10/89 - 1,583 2.3% 18,641 2.29 604 3,083
Previa 14 1/902 - 3,704 5.3% 19,397 3.00 1,917 1,186
Villager 15 7/92 - 2,453 3.3% 19,151 - 4,405 2,649
Quest 15 7/92 - 1,416 1.9% 19,298 - 2,081 1,098
1 Brand introductions and exits that take place during our observation period are shown as month/year.
2 Yukon replaced Jimmy, Explorer replaced Bronco-Il, and Previa replaced the Toyota Van. The mix of sales within the transition year was not available.
We attributed all sales to the new brand beginning in the quarter that sales of the new brand were discussed by the popular press.
3Blazer-S, Jimmy-S, and Bronco-Il are line extensions. Advertising for the related, earlier entrant (not shown in this table) averaged $347 k/mo. for the
Blazer, $140 k/mo. for the Jimmy-S, and $646/mo. for the Bronco-li.
4Wagoneer is a brand extension-the Wagoneer brand name was also used for a truck introduced at an earlier date. The substantive conclusions from
our analyses do not change if we establish order of entry based on the first usage of the brand name within any automotive category.
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readers. These measures reflect product quality information available to consumers. We use the most re-
we assume that product quality perceptions are influenced by published ratings of the prior year's model.
A factor analysis was done for sport utility vehicles
and for minivans. The two factors with the largest ei-
quality. In the subsequent analyses, we examined including multiple measures of product quality. However, in all cases, only the measure of body/ engine
quality was significant. For parsimony, we present re-
number of retail truck outlets by manufacturer as of January 1 of each year. Retail outlets include dealerships,
distributorships, and factory-owned outlets. For this
study, the simple two-point average was used as an es-
timate of the number of retail outlets for each manufacturer throughout a calendar year. We assumed that
when a manufacturer such as Jeep produced multiple
brands, all the brands were available at all Jeep outlets.
Table 1 presents the average monthly number of new
truck dealer outlets for each brand. With few excep-
tributors was no greater than 10% above the minimum, for 2 manu-
facturers, this value was between 10% and 20%, and for 1 this value
was between 20% and 30%. Daihatsu, Isuzu, Mitsubishi, and Suzuki
were the only manufacturers to ever have fewer than 750 outlets dur-
ing our observation period, and were the only instances where the
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Nondurables Data
phenomenon is needed.
ing Age.
Advertising Data. As described above for the durables categories, total advertising expenditure for each
brand was determined using data collected by LNA as
the total of the broadcast media and print media expenditures. Again, since quarterly data is available, a uni-
extension under study, and all other advertising expenditures for the brand name under study within the category. For example, in the tartar control toothpaste cat-
egory, we measured "brand" advertising as expenditures for the specific line extension under study (i.e.,
Aj=j
A'
(6)
the brand (A),7 and, for line extensions, advertising expenditures of related brands carrying the same brand
name (AR) -whose effectiveness may be influenced by
Model Specification
tional expenditures.
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MS Dee(7(i)p)(i)po82(i)Q3()A64(i)AR85()D6e3 ePit
LI= ep jPt ipjt ''jt ti)A$4(i)ARjt j)Djt eP.t
distribution.
term 60 (i) to represent an advantage for early entry beyond asymmetries in response parameters. More particularly, we hypothesized that the relationship between
market response, I,Lk(i) l, and order of entry is decreasing. The specific functional form of these relationships
is not clearly derived from theory. A linear relationship
is typically robust. However, a linear approximation is
likely to be most valid in markets with few competitors
where the order of entry variable does not take very
large values. In markets with a large number of competitors, the marginal change in marketing mix effectiveness due to order of entry may be lower for later
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Parameter
Parameter
Variable Process Function Estimates t Stat Variable Process Function Estimates t Stat
Intercept* constant 63.17a 13.32 Advertising constant 0.01 -0.39
Category
Category
AC
Bc
-58.05a
-70.59a
-10.23
-14.69
Vehicles
Category
0.041
Ac
2.05
0.07a
3.02
-0.06
-1.06
Category
cc
0.01a
9.75
0.35a
5.77
Order
AC
586a
8.30
Category
CC
-0.32a
-4.55
cc
5.18a
6.92
Order
-0.02
-1.80
0.01
11.54
AC
Category
Bc
-0.02
-0.30
-0.12a
Sport
-2.79
Utility
Vehicles
0.03
-1.36b
0.42
-2.02
-0.03a
-4.84
Category
Bc
-0.15
-0.71
Category cc
Quality
constant
-0.26
-0.91
RF2
NA
No.
of
Order
Competitors#%
-0.04a
0.16a
6.44
3729
-3.08
Range for No. of Competitors: Sport Utility (9-21), Minivan (1-13), Category A (2-3), Category B (1-4), Category C (2-4).
% Quality data missing for the Sport Utility: NumComp < 13; Minivans: NumComp < 5.
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odds specification.
would cancel out with the same term which would ap-
(Equation 6).
time.9
M T,,
9We also tested, but did not find support, for a U-shaped influence of
sales.
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als did not reveal outliers and the fit of the model to the
transformations.
parameters of equations (10) and (11). The linear process function (8a) model was estimated as well as the
model with the logarithmic process function (8b) specification. A test of the functional form of the process
effects, the process functions also include terms to capture (potential) variation in response parameters due to
the number of competitors in the market. We hypothesized that the relationship between market response,
the linear model is not rejected. In a second step, the reverse procedure
tions with missing data. None of the signs of the significant variables
is applied where the null hypothesis assumes that the logarithmic pro-
freedom.
"1 The procedure involves two tests. First, the linear model is assumed
< 0.01), indicating that the null is rejected. These two statistics lead to
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st
2nd
3rd
st
2nd
3rd
2th
Price
Minivan
SUV
-6.079
n.a.
-6.070
n.a.
-3.593
-2.835
-3.583
-2.825
-3.573
-2.814
-3.484
-2.719
Category
-3.796
-3.790
-3.784
n.a.
n.a.
n.a.
n.a.
Category
-1.214
-1.207
-1.200
n.a.
n.a.
n.a.
n.a.
Category
-1.199
-1.191
-1.183
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
Promotion
Quality
-6.089
n.a.
Category
0.111
0.095
0.079
n.a.
Category
0.057
0.038
0.019
n.a.
n.a.
n.a.
Category
0.141
0.120
0.100
n.a.
n.a.
n.a.
Minivan
SUV
0.378
n.a.
0.343
n.a.
0.308
n.a.
1.616
0.451
1.582
0.414
1.547
0.377
n.a.
n.a.
n.a.
1.234
0.044
SUV
n.a.
n.a.
n.a.
0.035
0.034
0.034
0.028
Category
0.037
0.036
0.036
n.a.
n.a.
n.a.
n.a.
Category
0.064
0.063
0.063
n.a.
n.a.
n.a.
n.a.
Category
0.062
0.062
0.061
n.a.
n.a.
n.a.
n.a.
0.318
0.302
Advertising
(Related)
SUV
n.a.
Category
Category
n.a.
0.021
0.017
n.a.
0.010
0.005
0.000
0.000
n.a.
n.a.
0.287
n.a.
n.a.
0.145
n.a.
n.a.
n.a.
n.a.
na = Extrapolations outside the range of the data used for estimation are not shown.
plied elasticities (at the mean market share for the cat-
insignificant.
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rameters.
In addition, our results indicate that distribution penetration is a significant predictor of market share in all
for late entrants. In fact, a recursive effect is indeed significant when distribution penetration is modeled as a
function of order of entry among a set of other explanatory variables. Given that these recursive effects have
Contributions
We offer improvements over existing models (e.g., Robinson and Fornell 1985, Urban et al. 1986) and studies.
First, we introduce new data which allow us to analyze
Discussion
tivities.
ables. Controlling for differences in distribution, differences in the effectiveness of marketing mix efforts
across brands are systematically related to order of en-
Strategic Implications
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product category.
entry effects.
We conclude that order of entry effects are not insur-
effects is not without considerable cost to the late en1 The authors wish to thank Gurumurthy Kalyanaram and Glen Ur-
trant.
ban for granting the permission to use the data from their previously
published study, and Pete Fader, Len Lodish, Bill Ross, and Tom Rob-
Our results are subject to limitations. Although the analysis offers generalizability over multiple product cate-
gories, the number of durables is limited to two categories of automobile products-sport utility vehicles
and minivans sold during 1983 through 1992. Future
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MARKETING
ertson for their feedback on an earlier draft of this paper. They are also
endebted to the area editor and the reviewers.
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