Passenger Car Market – 2018

Growth Analysis

Passenger car manufacturers are facing headwinds in 2018 and growth rate has slowed down to 6.4% (Jan-Oct 2017 vs 2018), despite some interesting launches like Maruti Swift, Honda Amaze, Mahindra Marazzo and Hyundai Santro. Automakers would be more cautious for the upcoming year because India will have general election in 2019, which may have some impact on passenger car sales due to the nervousness in the market, emanating from the formation of next Government. 2020 will see much larger impact as vehicle prices will certainly go up due to implementation of BS6 (Phase-1) emission norms, particularly for diesel engine powered cars.

Monthly growth rate in 2018 has been slow since the beginning of the year, except for the month of May and June, due to GST base effect. So, we summarized all the factors impacting the consumer sentiments at one place to understand the effect on the growth of passenger car market.

Note : highest monthly price in Delhi is considered as retail fuel price.



Despite nearly all updated productline, India’s largest car maker Maruti too is struggling in the second half of the year, thus dragging the whole industry growth numbers down.





All other industry players too are feeling the heat, with few exception summarized below.

While temporary factors will go away with time but what is here to stay is higher interest rate and highly vulnerable retail fuel price. Also, rising input cost and depreciating Rupee is having direct and indirect impact on the cost of making cars, even for homegrown companies like Tata and Mahindra. This at some point of time may push automakers for price hike, and lead to further worsening of consumer sentiments.

So, all these could lead to the possibility of higher car prices and even higher discounts in future by automakers to keep inventory in check at factory and dealership level and keep the business running at optimum level.

(The article is written by Rohan Rishi. You can connect with him at emailrohanrishi@gmail.com)

Auto Punditz Poll Results – Tata Hexa an SUV / MUV?

We have been getting a lot of feedback on categorizing Tata’s Hexa as an MUV in our sales figures charts. Our intent of terming it as a MUV is considering the prospect customer base for the model; i.e. a Hexa prospect is one who is looking for a capable 7 seater and is extremely feature rich and doesn’t compromise on premium-ness. We do agree that an XUV500 / Compass / Creta buyer may also consider Hexa in their consideration list; but we anticipate that the numbers of such cases may be lower. Technically, Hexa can be considered as a SUV according to the definition (SUV – a passenger vehicle similar to a station wagon but with the chassis of a small truck and, usually, four-wheel drive). However the fact is, There is no universally accepted definition of the sport utility vehicle! And also by the definition; the so called monocoque based vehicles & without 4×4 availability shall be off the list.

Hexa was based on the Aria and was also seen as Innova competitor right from the start. Even the bodyshell of Hexa is same as Aria and from the side there is no visible difference. Moreover Tata had clearly differentiated it with its sibling Safari. Hexa is clearly marketed as a seven-seater when compared to Safari. The Ground Clearance, Approach Angles, Departure Angles and Breakaway Angles are more practical in Safari than Hexa. Hexa is a people’s mover with off road potential while Safari is hardcore off-roader.



We faced a similar dilemma while categorizing Etios under Compact Sedan category – yeah, we are aware that technically Etios is over 4m in length and ‘technically’ we can not put it under the Compact Sedan category. However, our logic of placing it under the CS category is basis the customers’ consideration set. We believe that an Etios customer may consider Dzire, Amaze or Xcent in his/her list (not many will compare with City, Ciaz or Verna).

Auto Punditz have always believed that Sales Figures help us understand the performance of a particular model against the market size and potential. That’s the reason why we have presented relentless reports month-after-month and off-late we have even started categorizing models for our readers benefit. We have always taken our readers feedback very strongly and this poll is a result of the same. It shall help us get connected much better with you and would request your honest response on the poll. Do share the same with your connections and help us get maximum responses for better assessment.

So the results are out:

It was an extremely close match between the two options and was nothing short of a nailbiting-contest when we were counting the votes. We received a total of 147 responses and the categorization of votes is as shown below:

Though MUV emerged as a winner in the poll; it was ahead of the SUV categorization by just 1 vote! We also got a feedback on Twitter mentioning Hexa to be categorized under ‘Family SUV‘ segment. The survey results clearly indicate the confusion in the brand placement of the model and is also affecting the retail performance of the capable vehicle. With Hexa, Tata not only redefined it’s quality aspects; but also bought in a real competitor to Innova/XUV. However, it didn’t fare as expected and was able to sell an average of just 1,000 units in past 22 months (total 22,097 units sold). We expect the model to fare much better in coming time and also the consumer having greater acceptance of the model than it’s counterparts. But all said and done, Indian Automotive Market doesn’t show mercy and only the best survive!

We have already initiated a study on the segmentation of vehicles according to the Indian context and shall release an article too on the subject in coming days.

Best Selling Compact Sedans of October 2018



An undying segment!

Yes, there is a reason why we are terming it as ‘undying’ – while OEMs had given up on the segment due to the 1-model dominance (Dzire); Honda rekindled the segment with its Amaze & Ford too isn’t ready yet to give it up and launched the refreshed avatar of Aspire. Tata too had the performance-oriented version of the Tigor (JTP) and is gunning hard to make it as successful as the hatchback sibling (Tiago). Let’s look how the Top 5 models fared in the segment in Oct’18:



  • Dzire as always stood on top and sold 17,404 units. Surprisingly; it is after 17 months that Dzire has sold less than 20k units! The last time Dzire had sold <20k units was in July’17 (14,703 units). Does the falling volumes indicate something brutal for the segment? Or is it the competition is getting fiercer and Dzire is facing the heat?
  • Amaze is now the clear No.2 and sold 5,542 units. However the drop in volumes in Oct’18 is steep when compared to Sep’18 (numbers dropped from 8,401 units in Sep’18 to 5,542 units in Oct’18)!
  • The gap between Xcent & Tigor is minimized and Tigor was just 216 units behind Hyundai’s Xcent. Will Tata be able to gain the lead from Xcent and move to No.3 spot?
  • Aspire in its refreshed avatar made in the Top 5 and sold 2.520 units in Oct’18!

Let’s look at the YoY sales numbers of models in the segment:

Three Wheeler Industry Snapshot – H1 FY19



Three Wheeler Industry has been on a growth trajectory since past 2 years and has been growing significantly when compared to the overall Auto Industry. In fact, the Three Wheeler Industry grew a healthy 36% in Apr-Sep’18 when compared to the same period last year. These numbers indicate that demand in the three-wheeler market is currently sustainable. Earlier the industry saw a decline due to three-wheelers being replaced by aggressively priced, small four-wheeled mini-trucks. But current industry numbers contradict that.



  • Bajaj Auto is the Maruti of Three Wheelers! Yes; with a Market Share of 58% and a segment-leading YoY growth of 50% Bajaj Auto has been growing extremely strong in the segment. Bajaj has also taken the lead and ventured into Quadricycle segment with its offering ‘Qute’.
  • While Piaggio, the No. 2 player, has sold 85,657 units in the first of this financial year, which marks growth of 19 percent. Mahindra & Mahindra sold 30,774 units (+30% YoY). Meanwhile, the Rajkot-based Atul Auto sold a total of 20,837 units, a 6% YoY increase.
  • Bajaj + Piaggio command 82% of the Market Share. The duopoly has clearly dominance in the segment.

Tiago – The ‘Real Hero’ in Tata Motors comeback!



Tata Motors has made a huge image makeover in the past 3 years and has helped the OEM slowly gain market share which it had previously lost. Tata Motors in now currently challenging the No.3 Spot in the Top 3 OEMs and is progressively strengthening its hold. So what exactly changed in the recent years for Tata Motors that allowed Tata Motors in the path of regaining its lost glory –

  • Project HorizoNext – Way back in 2013, Tata initiated HORIZONEXT, a four-pronged customer-focused strategy to provide the best customer experience — from best vehicle experience to superlative purchase experience and followed by technology-intense after market service support. Tata Motors products were reeling with Quality-related issues and the Dealership Service Experience was nothing but a nightmare. The HORIZONEXT helped the OEM to work on improving its overall quality levels of the products/new launches and also elevate the dealership interaction experience.
  • Shift from Taxi Segment – Tata’s Indica & Indigo duo which were the mainstay of the OEMs volumes during 2010-2014 was slowly deteriorating the brand’s acceptance amongst personal usage buyers. The company had sought to bring about a change in its brand positioning from an automaker that makes cars for commercial operations like taxis to an automaker who makes cars for personal use. As of today; apart from Zest/Bolt none of the OEMs models are offered in Taxi segment. Tata Motors has completely shifted focus from the Taxi segment and even the upcoming line of products are bound to cater to personal usage buyers (Harrier, 45X).
  • Shooing away from the ‘cheap’ tag – The lesson was learnt from its most ambitious project – Nano. Touted as the world’s cheapest car, did not live up to the expectations in spite of several makeovers and its production was recently halted citing low volumes. Post Nano; none of the new launches carried the ‘cheap’/’cheapest’ tag in the segment. Rather segment-best features were marketed as the USPs (Ex: Harman Music system which was earlier available in high end cars were featured in Zest/Tiago).
  • JLR Support – Jaguar Land Rover’s support in product development has helped Tata Motors to bring a vast improvement in the quality of products introduced in the recent times. It was told that Tata had taken a lot of cues from JLR while designing the Hexa and a lot of JLR pedigree shall be seen in upcoming SUV Harrier as well.
  • Expanding Market Base – With Hexa & Nexon; Tata marked its entry to bigger MUVs & Compact SUVs space. Tata Motors current portfolio of products does not cater to the premium hatches, vans, bigger sedans, larger SUVs segment. However, the future lineup of products shall enable Tata Motors make its presence felt in these segments. By 2019, with a string of new products in the aforementioned segments, Tata Motors hopes to cover 95 per cent of the market!
  • Improved Customer Engagement – Tata Motors has taken huge stride in terms of engaging its customers online and also support the customer communities accordingly. Ex: A bunch of Tata Nexon Owners have joined together and formed ‘The Nexon Tribe’ and is organizing get together drives/meets and the same is backed by Tata Motors. Such associations will further enhance the brand association and loyalty of the customers.
Source
  • Enhanced Dealership Network – Currently Tata has ~650 outlets. The OEM is targeting 1500 outlets by 2020. With the expansion Tata is trying to enhance the customer experience as well in these touch points.



With all these efforts this could well be the strongest comeback in the history of the Indian car industry. However, there is one model which has stood the test of time and has evolved as the biggest enabler in terms of Tata Motors comeback – TIAGO. 1,84,278 units of Tiago’s have been sold in the past 32 months and has contributed to ~40% of Tata’s volumes in this timeline.

  • Tiago’s contribution to the OEMs volumes have increased over the past 2 years and the averages too have shot upto ~8k units/mth in 2018 (v/s 6k units/mth in 2017).
  • Tiago has achieved this feat by overcoming some strong competition in its segment (namely Kwid, Celerio, etc) and is unseen in the industry to see a Brand increase its yearly average post 2-years of its launch!
  • Tiago was also instrumental in helping Tata Motor’s leverage its platform to bring compact sedan Tigor. Though Tigor hasn’t seen significant volumes; the recent facelift may just help it gain the required momentum.
  • Offlate; Tiago is also seeing a jump in its ranking in the Top selling cars list (recently in Sep’18, it ranked 12th)

Tiago has proven its worth over time and it wouldn’t be wrong to say that it has played an extremely significant role in terms of helping Tata Motors revive its brand identity and also elevated the parent as a serious challenger in the fight for the Top 3 OEMs!

2018 YTD Passenger Car Industry Analysis

2017 vs 2018 (January to September YTD)

With three quarters of the year behind us and two big festive season to go before the year ends, situation has become little challenging for auto manufacturers, due to rise in input costs and fuel prices. As both these factors are impacting the consumer sentiments at large. Let us see how passenger car market has performed so far in 2018 compared to same period (January-September) in 2017.

  • Industry grew by 6.9% so far over 2017
  • Maruti is growing much faster than the industry and yet doesn’t seems to be complacent in any way with product and technology onslaught
  • Hyundai has to wait for Santro’s launch to match industry’s growth rate by the year end
  • Tata has come very close to secure 3rd position, ceded to Mahindra in 2012
  • Despite good numbers from Amaze, Honda is yet reach last year’s numbers, largely due to City and Jazz’s numbers, feeling intense competition in respective segments
  • Ford’s growth is propped by Ecosport, no surprise why Ford in India is called one product wonder company
  • Similarly, Toyota’s growth is coming from mighty MUV ‘Innova’, rest of the story is not so hunky-dory
  • Despite facelift Kwid available in market, Renault is deep in red



Car Size

Car Size

  • Small cars (<4m) are major growth driver of the industry in the current year largely attributed to Maruti’s products
  • Mid-sized segment growth is pulled down by shrinking sedan segment
  • Large car growth is led by Toyota Innova, rest all are stagnant or declining



Body Type

  • India too caught the global SUV fever and growth of SUV/Crossover is no surprise
  • Sluggish growth rate of hatchback is largely attributed to shrinking base of small hatchbacks like Alto or Kwid
  • Large hatchbacks are doing pretty well
  • Mahindra Marazzo and upcoming Maruti Ertiga may bring MUV category back in black till year end



Sedan Segment

Though sedan segment appears to be growing, there is more than meets the eye. So we tried to peel the layers of onion to see how market demand shift towards SUV has impacted sedan segment’s growth.

Except for sub 4m sedan, every other sedan segment is in decline mode. Growth of sub 4m is led by only Maruti Dzire followed by recently launched Honda Amaze. Decline in premium sedan segment has been covered in one of our earlier article. The latest victim of compact SUV onslaught is mid-size sedan segment.

Since segment is de-growing YoY by 5.4%, 3rd generation Hyundai Verna launched in late 2017 has eaten into the Honda City and Maruti Ciaz’s pie. Despite the latter’s inherent strength, they were left with no choice other than to cede market share. Right now only relief for them is suicidal pricing of Toyota Yaris.

Toyota’s highly ambitious and miscalculated step has backfired badly. Four months since launch sales tapered down, so, Toyota has started offering discounts, that too in festive season. Moreover, Yaris doesn’t feel any special or premium over segment benchmark for two decades – Honda City, and at that price point Hyundai Creta looks far more lucrative too.

For manufactures, choice is simple now – start investing money, time and effort in SUV, where future market demand lies, instead of sedan! It seems, Ford’s global strategy to kill sedan by 2022, a more prudent decision, because at the end of the day, marketer’s job is to meet the needs of buyers, functional and emotional.

(The article is written by Rohan Rishi. You can connect with him at emailrohanrishi@gmail.com)

Santro Reborn!

Hyundai will have the media preview of its new car AH2(codenamed) on 4th October. The company recently launched  the Hyundai namkaran contest for its car. As per the reports Santro has emerged the most popular suffix. And why not, Santro has been the most successful car in Hyundai India’s portfolio. Santro had single handedly established Hyundai as a reputed OEM in the Indian landscape.

The 2018 Santro will be based upon old Hyundai i10 HA platform. The new car will sit between Hyundai Eon and Hyundai Grand i10. The Santro will be the company’s first product to feature an Automated Manual Transmission(AMT). Hyundai will market it as ‘Smart Auto’. The 2019 Hyundai AH2 will rival the likes of Renault Kwid, Maruti Celerio and the Tata Tiago. The Santro nameplate was really the gamechanger for Hyundai and it helped Hyundai to establish its foothold in India.

Lets have a look at the brief history and sales statistics of Hyundai Santro.

History

The Santro (also known as Atos and Amica) was the city car produced by Hyndai. The original Santro was introduced in the year 1997.Hyundai called it as ‘the sunshine car’.

Hyundai  Santro is sold under different names in various regions

  • Hyundai Amica –United Kingdom
  • Dodge Atos –Mexico
  • Kia Visto- Indonesia and South Korea
  • Inokom Atos –Malaysia

Electric Version :-

Hyundai also unveiled an electric car based on the Santro, the Atos EV. The car has the range of 193 km and can reach a top speed of 130 km/h.

In Indian market Hyundai Santro was launched in the year 1998. It was produced at Hyundai’s plant in Chennai. Santro crossed around 100000 unit sales in 2000. It was selling around 30000 a year when Hyundai decided to stop its production in 2014.

The first gen Hyundai Santro was powered by 1.0 Epsilon 4 cylinder engine producing 61 bhp and 110Nm of torque.

Hyundai Santro 1998

The Santro  got a mid life facelift in 1999 and was called Santro Zipdrive.

Hyundai Santro Zipdrive

In 2003 the car underwent a complete facelift and was named  Santro Xing. The Santro Xing was powered by 1.1 l Epsilon 4 cylinder engine producing 65 bhp and 98Nm of torque. This model had a dream run for its full lifecycle until 2014 without any significant changes.

Hyundai Santro Xing

Finally Hyundai stopped its production inorder to accommodate newer models like Elite i20 in the assembly line.

Sales statistics of Hyundai Santro in India –

Santro’s volume trend in it’s 17 years existence in the Indian market

The erstwhile Santro had single handedly managed Hyundai’s volumes in India. In the first 10 years (i.e. 1998-2017); 76% of Hyundai India’s sales was contributed by Santro! (out of 11,40,116 Hyundai’s sold, 8,62,428 cars were Santro’s). Can the upcoming Santro work the same magic for Hyundai? Let’s wait and watch.

Sources: Hyundai India ,Wikipedia and IndianAutosBlog

(This article is written by  Gourav Saksham, a dentist by profession and a Petrohead by passion. You can connect with him at gouravsaksham@gmail.com)

Petrol v/s Diesel Car Sales Data – H1 2018

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

  • In 2020, when BS6 emission norms will come into force, diesel engine for hatchback seems to become a passé.
  • With quite a few introduction of moncoque UV/crossover, petrol penetration is gaining strength. Petrol mix will become stronger, if, Maruti brings in petrol powered Brezza and S-Cross.

Chassis 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.

All models

(The article is written by Rohan Rishi. You can connect with him at emailrohanrishi@gmail.com)

The Evolution of Honda CR-V

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)
Sayama, Japan
Hsinchu, Taiwan
Santa RosaLaguna, 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

Source :Wikipedia

(This article is written by  Gourav Saksham, a dentist by profession and a Petrohead by passion. You can connect with him at gouravsaksham@gmail.com)