Fuel mix H1 (January-June) – 2018
With diesel petrol price difference settling around ₹ 8.5, petrol powered vehicles have gained more traction in the H1 (January-June) of 2018 and constitute 61% of total sales.
Company wise fuel split
Vehicle size (length) distribution
As size increases gradually, diesel becomes the obvious choice as a fuel.
Body Style distribution
For heavy ladder chassis, diesel is still a preferred fuel.
Petrol Engine size distribution
Well, data is highly skewed in favor of 1200 cc engine. India is small car country and lower tax rate (as a government policy) on petrol engine upto the size of 1200cc has made it the most sold engine.
Diesel Engine size distribution
With all diesel Maruti cars running on Fiat made engine, 1250cc engine skews the engine size distribution. Nevertheless, larger diesel engine are not going out of favor for the large UV any time soon (read-post 2020). However, post 2020, diesel engine component manufacturer might face strong headwind from shift in demand for petrol engine – it is time to diversify to mitigate risk.
(The article is written by Rohan Rishi. You can connect with him at email@example.com)
The Honda CR-V is a compact crossover manufactured by Honda since 1995 and introduced in the North American market in 1997.CR-V was build on the Honda Civic Platform with a SUV body design,
CR-V stands for Compact Runabout Vehicle while the term Compact Recreational Vehicle is used in a British car review article that was republished by Honda.
In India the car that brought the crossover to the mainstream is perhaps the Honda CR-V.The latest generation of the car will be launched in India around Diwali
Lets have a look at the evolution of the Honda CR-V in India and its sales statistics –
Before the CR-V
In the 80’s, Honda had toyed with the idea of a light off-road vehicle. Called the Honda Civic Shuttle 4WD, it was essentially a Civic with slightly raised ride height, larger mudflaps and, more importantly, a four-wheel drive system. Its four-wheel drive mechanism was a particular novelty. At the time, most 4WD mechanisms were mechanical which needed a lever to engage the said mode. In the Civic Shuttle 4WD, a simple flick of the switch engages the rear wheels and, later in its life, even gained a low-range transmission.
By the late 80’s, Honda introduced the second-generation Civic Shuttle 4WD. Also known as the Beagle, it followed the formula of its predecessor. Higher ground clearance, all-wheel drive and even underchassis skid plates were part of the package. Honda probably knew they were on to something at the time and set the precedent for one of Honda’s most successful models of all time.
First Generation (1995-2001, RD1-RD3)
With the experience gained from building the Civic Shuttle 4WD, Honda went on to develop their first, built from the ground-up SUV. With its design finalized in 1993, the production model made its debut in Japan in 1995, a few months ahead of the car it was based on, the sixth-generation Civic (EK). From its looks alone, this was no raised Civic wagon.
For starters, it came with a more advanced Realtime All-wheel drive system which meant there was no longer the need for a switch to send power to the rear wheels. Being based on the Civic, the CR-V got the suspension goodies from it as well. It had double wishbone suspension on all four corners, giving the first-generation CR-V a bit of dynamic flair. With a 2.0-liter engine under the hood, it initially had 126 PS but later gained 21 more horsepower for a total of 147 PS.
This generation of CR-V was built in various plants in
Swindon, United Kingdom (HUKM)
Santa Rosa, Laguna, Philippines (Honda Santa Rosa, Laguna Plant)
Ayutthaya, Thailand (Honda Ayutthaya Plant)
Karawang, Indonesia (Honda Karawang Plant)
It practically opened the floodgates for ‘Mini-SUVs’ and further broadened the appeal of the Honda brand. Also, who could forget the built-in table which also served as the cargo area’s floor?
Second Generation (2001-2006, RD4-RD9)
The new millennium saw an all-new Civic and, with that, an all-new CR-V. The second-generation model saw several significant updates and upgrades to the CR-V range. For its second iteration, the CR-V received an all-new engine in the form of the K20 series. The new engine packed i-VTEC, bringing variable valve timing to the CR-V for the first time. Also, the second-generation CR-V lost the impressive (but expensive to produce) double wishbone front suspension and in its place were a pair of struts.
The body also grew significantly from the first generation, giving it more room inside. Honda even kept the novel picnic table from the previous model.
When the facelift model was launched, it saw the return of the all-wheel drive variant but this time, it had more power to boot. All-wheel drive CR-Vs now came with a larger 2.4-liter i-VTEC engine with 160 PS and 220 Nm of torque. Over in Europe however, the CR-V received Honda’s first-ever in-house diesel engine: the i-CDTi. The 2.2-liter mill produced 150 PS and 350 Nm of torque, making it the most potent CR-V at the time
Third Generation (2006-2012, RE3-RE7)
By its third generation, Honda gave the CR-V a revolutionary redesign. Gone was the mini-SUV look of the past two models and in its place was a much larger, longer and rounder body. The side-opening rear door had been replaced by a more conventional upwards raising tailgate and the spare tire was moved to inside the car. Of course, the changes go beyond there.
The interior was comparably more upscale than before, bringing the CR-V upmarket. At the same time, this era of CR-V brought in more safety tech and equipment. It became the first CR-V to offer stability control, as well as a host of airbags from front to rear. With portable MP3 players becoming more popular, the third-generation CR-V also came with handy auxiliary ports. This was the CR-V for the iPod generation.
Aside from more tech, the engine range got significant upgrades. The 2.0-liter engine now uses the R20 block, making it run cleaner than the model it replaced. As for the 2.4-liter engine, it got a healthy boost and made 170 PS and 218 Nm of torque.
Fourth Generation (2012-2017, RM1-RM4)
The global economic crisis hit a lot of automakers hard and Honda was not spared. Despite that, the Japanese automaker persevered and came up with the fourth-generation CR-V. Whereas the the third-generation was a radical step, this particular model was more conservative. Still, it didn’t stop Honda from trying to keep the CR-V bang up to date.
It had an upgraded infotainment system and, along with that, a more informative driver information display to keep track of vehicle status. It also carried over the comprehensive safety suite from the previous model, making the CR-V one of the safest cars on the road. With the crossover segment becoming even more competitive, Honda made the rear quarters even bigger, giving it more room than its already spacious predecessor.
As for the engines, they were carried over from the old model meaning it was the 2.0-liter and 2.4-liter with the same power outputs. Over in other markets, they got a new turbodiesel in the form of the new i-DTEC engine. However, it won’t be long until we get this long-awaited engine.
Fifth Generation (2017-present,)
With the critical acclaim of the tenth-generation Civic, it’s safe to say that Honda pulled out all the stops with the fifth-generation CR-V. While the exterior is evolutionary, it’s quite the revolution under the hood. Over a decade since the first diesel CR-V set foot in Europe, the Asians finally gets the i-DTEC engine. In India this motor will debut next month having 120 PS power and 300Nm torque.
Along with that engine, the all-new CR-V presents a series of firsts for the local market. The diesel-powered fifth-generation CR-V benefits from a nine-speed automatic transmission, replacing the old five-speed units which have served local-spec variants for ten years. That said, Honda did not ignore those who still prefer gas engines. The 2.0-liter engine now benefits from Earth Dreams tech and it’s now mated to a continuously variable transmission, a first for Asean-spec CR-Vs.
It’s also packed with a lot of safety tech too with Electronic Parking Brake with Auto Brake Hold, Agile Handling Assist, Driver Attention Monitor, Vehicle Stability Assist, Hill Start Assist, Anti-Lock Braking System with Electronic Brake Distribution, Emergency Stop Signal, Multi-View Reverse Camera with Dynamic Guidelines, and a Low Tire Pressure Warning. A stark contrast to the first-generation model which didn’t even have Anti-lock brakes.
It’s been 22 years since Honda first showed the CR-V to the world and it’s quite a big lead since then. Who would have though that a CR-V would be packing features unimaginable from when it was first launched. The CR-V has also done a lot for the brand in those years, namely being the the car that would expand Honda’s crossover lineup both here and abroad.
The BR-V, HR-V, and even the Pilot (North America) can credit their existence to the original CR-V. Without it, Honda would have likely been left behind in the crossover market. As a die hard Honda fan, I could say that Honda’s original crossover has become a car for all classes.
Even as Honda’s crossover range keeps growing, the CR-V is still the name that first comes to mind when someone says ‘Honda SUV’. Needless to say, it has become part of the local motoring landscape.
Sales statistics of Honda CRV in the Indian market
(This article is written by Gourav Saksham, a dentist by profession and a Petrohead by passion. You can connect with him at firstname.lastname@example.org)
Bajaj Auto to expand 3 wheeler & Quadricycle capacity to 1 million per year as Government announces end to Permits
We have been consistently trying to interpret the data more accurately and are bringing newer additions/changes to the reports we share on a monthly basis. This month for the OEM-wise car sales snapshot; we have bifurcated Maruti & Nexa volumes. Though the bifurcation is debatable as the parent OEM of both brands are same; however the dealer channel and models are clearly different. Also the growth pattern is varied – Ex: In Aug’18; while Maruti degrew -5.3% YoY, Nexa grew 3.4%. Also note that Nexa models alone contribute to a staggering 10.2% Market Share! Infact; Nexa’s Market Share has grown 0.6% YoY v/s Maruti’s YoY Market Share drop of -1.1%! In totality, Maruti + Nexa Market Share is still >50% (51.6% to be precise) and both brands together are shaping the parent OEMs dominance pretty well.
Aug’18 was a tough month for car makers – With devastating floods in one of the biggest automobile market (Kerala); even OEMs weren’t prepared on how to tackle the calamity. Do note that Maruti has the highest market share (59%) in Kerala amongst all South Indian states. The scenario remains the same for many other OEMs as well. Hence, any drop in Kerala volumes is reflected in the national volumes. Unfortunately, the catastrophe occurred during the biggest festival of the year for Kerala (Onam) and the loss of life & property was undescribable.
In Aug’18; apart from Nexa, Tata, Toyota & Ford no OEMs registered a YoY growth. The upcoming festive season remains the biggest hope for the automobile sector. Sep’18 has Krishna Janmashtami & Ganesha Chaturthi to elate the festive mood.
We have been trying to understand the state-wise car sales statistics and were able to cover since FY17 extensively. As shared earlier in our posts, the vast diversity of the sub-continent is evident in the car sales and the Market Share varies surprisingly as well. Yes, you read it right! This time we have gone a step ahead and tried to cover the market reach data for top 2 OEMs. Before jumping on to the numbers, would like to explain the complexity of our market and want to highlight these points –
Statewise Passenger Cars Sales Data for Apr’18-June’18 (Q1) –
Ranking of States basis volumes:
(The article is written by Rohan Rishi. You can connect with him at email@example.com)