Why More Female Executives Don’t Play Golf—and Why That’s a Problem
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Why More Female Executives Don’t Play Golf—and Why That’s a Problem

According to a new study, women miss out on a lot of networking opportunities by not playing the game

By LISA WARD
Mon, Apr 17, 2023 8:40amGrey Clock 3 min

Female executives face all sorts of barriers when it comes to using one of the great networking tools for business: golf.

That’s according to a new study, identifying some of the benefits female executives derive from playing golf, as well as the reasons more female executives don’t golf. The study’s authors conducted a content analysis, reviewing almost 100 articles from academic journals, trade publications, general-interest publications and golf associations.

The Wall Street Journal spoke with Deborah Gray, a professor of marketing at Central Michigan University and one of the study’s co-authors, about the research. Here are edited excerpts of the conversation.

WSJ: What were your overall conclusions?

DR. GRAY: Golf is so much different than other networking activities. The game takes hours, and gives you a chance to learn about someone’s life and personality. You learn how they react when things are not going well. You also get a sense of their integrity by seeing if they are honest on the course. Not surprisingly, many executives say their careers benefit from playing golf. We found one article stating that 71% of Fortune 1000 CEOs reported doing business with someone they met on the golf course, and another article that said 80% of Fortune 500 executives say golf has helped their career.

But only about a quarter of all golfers are women. That’s a problem because women’s careers may benefit just as much as their male counterparts. By not golfing, women not only miss out on the experience but also conversations about the experience. They also miss out on the chance to be more visible within their organisation, converse with decision makers and put themselves in a better position for promotions.

WSJ: Your literature review also found that men and women often network differently.

DR. GRAY: Academic researchers have found women’s networks tend to include people who are more like themselves, whereas men’s networks tend to be less homogeneous and more strategic and include more powerful people. One way men create more diverse networks is through golf. They connect with business associates over shared interest rather than a common background. Women should do that, too.

WSJ: What are some of the barriers female executives may face when it comes to using golf as a networking tool?

DR. GRAY: Women often have unequal access to leisure time. Female executives may be caring for children and ageing parents in addition to their professional responsibilities. Consequently, they may prioritize paid work during business hours and skip networking opportunities. That’s especially true for golf because it is very time consuming. Playing 18 holes of golf can take four to five hours.

WSJ: Are there any barriers specific to the game of golf?

DR. GRAY: Female executives may also spend more time worrying that they are not strong enough or good enough to play with male colleagues. But most people are just average golfers. According to the USGA, the average man’s handicap is 14.1 and the average women’s handicap is 28, which is a long way from being a scratch golfer.

Those numbers from the USGA also suggest that the average woman swings her club 12 more times over a round of golf, which isn’t a lot of waiting time over 18 holes, especially if the ball is hit right down the fairway. A common misconception is that higher-handicap golfers, often assumed to be women, are slower golfers. But golfers with low handicaps can be slow, too. The key for any golfer is knowing when to pick up the ball.

But the idea that women play slower has been used by private golf clubs to exclude women from playing during popular times on the golf course, like Saturday morning, though the practice is now changing. Other parts of the game can be updated to be more inclusive. For instance, the forward-most tee is still frequently called the woman’s tee, though some courses now suggest that someone’s handicap dictates where they tee off. Male executives shouldn’t just assume their female colleagues will tee off at a different spot.

WSJ: Aren’t more women starting to play golf?

DR. GRAY: Major golf associations, including the LPGA, are running marketing campaigns to increase the number of women playing golf. These associations are also trying to get more girls to start playing the game. Girls now make up about 36% of all golfers ages 6 to 17 years old. But corporate America could definitely do more to get women into the game.

WSJ: What can companies do to encourage more female golfers?

DR. GRAY: Companies could teach employees more about networking and include golf as part of their training. They could even help employees evaluate gaps in their network and identify key people who can help them accomplish their career goals. I tell my business students to think about a round of golf like any other business meeting, and consider their objectives beforehand. After all, few people would go into a meeting without an agenda. Companies could also sponsor golf lessons at local courses. The key is that it happens during the workday, just like other professional development activities, encouraging people who tend to skip after-hour events to participate. Lessons and clinics also provide opportunities for employee team building, so there are many reasons for employers to think about sponsoring golf lessons.



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The Euro-spec Urus SE will have a stated 37 miles of electric-only range, thanks to a 192-horsepower electric motor and a 25.9-kilowatt-hour battery, but that distance will probably be less in stricter U.S. federal testing. In electric mode, the SE can reach 81 miles per hour. With the 4-litre 620-horsepower twin-turbo V8 engine engaged, the picture is quite different. With 789 horsepower and 701 pound-feet of torque on tap, the SE—as big as it is—can reach 62 mph in 3.4 seconds and attain 193 mph. It’s marginally faster than the Urus S, but also slightly under the cutting-edge Urus Performante model. Lamborghini says the SE reduces emissions by 80% compared to a standard Urus.

Lamborghini’s Urus plans are a little complicated. The company’s order books are full through 2025, but after that it plans to ditch the S and Performante models and produce only the SE. That’s only for a year, however, because the all-electric Urus should arrive by 2029.

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Thanks to the electric motor, the Urus SE offers all-wheel drive. The motor is situated inside the eight-speed automatic transmission, and it acts as a booster for the V8 but it can also drive the wheels on its own. The electric torque-vectoring system distributes power to the wheels that need it for improved cornering. The Urus SE has six driving modes, with variations that give a total of 11 performance options. There are carbon ceramic brakes front and rear.

To distinguish it, the Urus SE gets a new “floating” hood design and a new grille, headlights with matrix LED technology and a new lighting signature, and a redesigned bumper. There are more than 100 bodywork styling options, and 47 interior color combinations, with four embroidery types. The rear liftgate has also been restyled, with lights that connect the tail light clusters. The rear diffuser was redesigned to give 35% more downforce (compared to the Urus S) and keep the car on the road.

The Urus represents about 60% of U.S. Lamborghini sales, Foschini says, and in the early years 80% of buyers were new to the brand. Now it’s down to 70%because, as Foschini says, some happy Urus owners have upgraded to the Performante model. Lamborghini sold 3,000 cars last year in the U.S., where it has 44 dealers. Global sales were 10,112, the first time the marque went into five figures.

The average Urus buyer is 45 years old, though it’s 10 years younger in China and 10 years older in Japan. Only 10% are women, though that percentage is increasing.

“The customer base is widening, thanks to the broad appeal of the Urus—it’s a very usable car,” Foschini says. “The new buyers are successful in business, appreciate the technology, the performance, the unconventional design, and the fun-to-drive nature of the Urus.”

Maserati has two SUVs in its lineup, the Levante and the smaller Grecale. But Foschini says Lamborghini has no such plans. “A smaller SUV is not consistent with the positioning of our brand,” he says. “It’s not what we need in our portfolio now.”

It’s unclear exactly when Lamborghini will become an all-battery-electric brand. Foschini says that the Italian automaker is working with Volkswagen Group partner Porsche on e-fuel, synthetic and renewably made gasoline that could presumably extend the brand’s internal-combustion identity. But now, e-fuel is very expensive to make as it relies on wind power and captured carbon dioxide.

During Monterey Car Week in 2023, Lamborghini showed the Lanzador , a 2+2 electric concept car with high ground clearance that is headed for production. “This is the right electric vehicle for us,” Foschini says. “And the production version will look better than the concept.” The Lanzador, Lamborghini’s fourth model, should arrive in 2028.

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