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Rebadging, sometimes called badge engineering with varying degrees of sarcasm, is the application of a different brand or trademark (badge, logo) to an existing product (e.g., an automobile) and subsequently marketing the variant as a distinct product. Due to the high cost of designing and engineering a new model or establishing a brand (which may take many years to gain acceptance), it is less expensive to rebadge a product once or multiple times than to create different models. The costs of product development and manufacturing tools are spread over more vehicles, achieving economies of scale. The "badge engineering" term is an intentionally ironic misnomer in that little or no actual engineering takes place. The term originated with the practice of replacing an automobile's emblems to create an ostensibly new model. Differences may be confined to simply badges and emblems, or may encompass minor styling differences, as with cosmetic differences to headlights, tail lights, and front and rear fascias. More extreme examples involve differing engines and drivetrains. Although platform sharing often involves rebadging, it also often extends much further than that, as an automobile platform may be used with many different applications; for example, using a single platform as the basis for sedan and sport utility vehicle model variations. ==History== The first case of badge engineering began in 1917 with the Texan automobile assembled in Fort Worth, Texas, that made use of Elcar bodies made in Elkhart, Indiana.〔(Locke, p. 320. "The Texan automobile used Elcars with 'badge engineering'" )〕 "Probably the industry's first example of one car becoming another" occurred in 1926 when Nash Motors' newly introduced smaller-sized Ajax models were discontinued in 1926 after over 22,000 Ajax cars were sold during the brand's inaugural year. The Chairman and CEO of the company, Charles W. Nash, ordered that the Ajax models be marketed as the "Nash Light Six", Nash being a known and respected automobile brand. Production was stopped for two days so Nash emblems, hubcaps and radiator shells could be exchanged on all unshipped Ajax cars.〔 Conversion kits were also distributed at no charge to Ajax owners to transform their cars and protect the investment they had made in purchasing an automobile made by Nash.〔(【引用サイトリンク】url=http://www.allpar.com/cars/adopted/nash.html )〕 Starting with the beginning of General Motors in 1923, chassis and platforms were shared with all brands. GMC, which historically was a truck builder, began to offer their products branded as Chevrolet, and vehicles produced by GM were built on common platforms shared with Chevrolet, Buick, Oldsmobile and Cadillac. Exterior appearances were gradually upgraded between these vehicle brands. A later example was Wolseley Motors after it was bought out by William Morris. After World War I, the "Wolseley started to lose its identity and eventually succumbed to badge engineering." This was repeated with the consolidation of Austin Motor Company and the Nuffield Organisation (parent company of Morris) to form the British Motor Corporation. The rationalization of production to gain efficiencies "did not extend to marketing" and each "model was adapted, by variation in trim and accessories, to appeal to customer loyalties for whom the badge denoting the company of origin was an important selling advantage ... 'Badge Engineering', as it became known, was symptomatic of a policy of sales competition between the constituent organizations." The world's biggest badge-engineering offender is General Motors' Holden of Australia. Holden would build one car in Australia, yet market and sell ten others under the Holden "brand". 抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』 ■ウィキペディアで「rebadging」の詳細全文を読む スポンサード リンク
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