Passenger Vehicle Exports registered a YoY drop of -52.9% in Apr-Oct’20 period. Hyundai retained its spot as India’s largest PV exporter.
OEMwise Exports Statistics for Apr-Oct 2020 –
Top 20 Exported cars from India in FY21 –
Ford’s Ecosport was India’s Top Exported Passenger Vehicle and over 23k units were shipped in the first 7 months of FY21. Also refer the Top 25 exported PVs for FY20 – here.
General Motors Beat stood second in the list and was 1,412 units ahead of Kia’s Seltos. The future of Beat now depends on Great Wall Motors takeover of the Talegaon plant.
Kia has been able to significantly ramp up production for exports too. Seltos is now India’s Third Largest Exported Passenger Vehicle and also the No.1 exported Mid SUV! Seltos is currently being exported to over 40 countries in South Africa, South America & South Asian markets from the Indian subcontinent.
India will serve as a core manufacturing hub for Kia and even Sonet will be exported to over 70 countries. Do note that Sonet is currently being produced only in India and will be shipped to markets like Middle-East, Africa, Latin America and Asia. Around 526 units of the Sonet were exported in the first two months itself (Sep’20 & Oct’20).
2 Executive Sedans fare in the Top 10 list! While these models do not have such acceptance in the Indian market; export volumes are surely encouraging. VW Vento is the highest exported Executive Sedan; followed by Hyundai’s Verna!
S-Presso is Maruti’s Top exported vehicle! S-Presso which has been conceptualized and designed in India is exported to parts of Asia, Latin America and Africa.
While Bajaj RE was the best selling Three Wheeler in Passenger Carrier category; Piaggio’s Ape Xtra took the Best Seller tag in Load Carrier segment.
Three Wheeler Passenger Carrier Sales –
The overall segment fell a hefty -85% YoY and was largely affected due to Covid19 and incessant lockdowns in several parts of the country. The economy too hasn’t been strong and the push for personal mobility has further dented its sales.
Bajaj Auto has a clear dominance in the Passenger Carrier segment and its models RE and Maxima were the Top 2 sellers in Apr-Oct 2020 period. It combined constituted to over 57% of the category sales!
Piaggio came in close and Ape Auto & City models ranked third and fourth respectively. Bajaj’s superiority in Petrol engines gives them the edge over Piaggio.
Atul Auto’s Gem ranked 6th and was just 400 units short of TVS King 4S. Also note that Atul Gem alone sold more than overall M&M models sales!
Three Wheeler Load Carrier Sales –
Piaggio’s Ape Xtra was the undisputed segment leader and sold over 17.8 units in the first 7 months of FY2021. It contributed to over 50% volumes in the category.
Bajaj’s Maxima was the second best selling Load Carrier and had a share of over 36% in the category.
Atul Gem & Elite did impressive and combined reported the lowest YoY degrowth. Atul Auto has been strengthening its presence over the years and now commands a stronger presence than M&M too!
This article has been sourced from the Malaysian Automotive Website – WapCar. We loved the story and happy to present the same here.
According to USA’s J.D Power IQS survey, the highest quality car is not made Mercedes-Benz or Lexus, but Hyundai’s Genesis brand, which has unseated Toyota’s Lexus to claim to the top spot for the last four years. In Europe – the spiritual homeground for good handling cars – the Hyundai i30N is now more popular than the BMW M135i, and it’s rated higher by the automotive press there too.
Hyundai cars don’t just match the best of Germany and Japan – they are actually better. It is hard to imagine that as recent as just two generations ago, Korea was poorer than many African countries.
After World War 2, many countries across the globe experienced rapid economic growth of various degrees, hence the term baby boomers generation.
The Korean peninsula however, saw none of this. In 1961, the average South Korean earned less (USD 82/year) than half of a Ghanaian citizen (USD 179/year). Never mind South Korea was poorer than even Yemen, Haiti, or Ethiopia!
World renowned economist Chang Ha-Joon, author of “Bad Samaritans: The Myth of Free Trade and the Secret History of Capitalism,” said just one generation before, his mother’s childhood involved consoling her starving 5-year old brother who yearned to hold a bowl, even if it was empty.
Economists call Korea’s meteoritic rise the ‘Miracle of the Han river,’ named after the river that flows through Seoul.
At the heart of this impossible-made-possible, rags-to-riches story is Hyundai, whose construction division literally rebuilt Korea after the devastating Korean War (1950 – 1953). Hyundai was founded by Chung Ju Yung, first as a small car repair workshop called A-do Service Garage in 1940, which would later become the Hyundai Motor Service Garage, in 1946. When Korean President Park Chung Hee pushed to build a Korean car industry, Hyundai Motor Company was founded in 1967.
In between Hyundai Motor Service Garage and Hyundai Motor Company, Chung Ju Yung had already established Hyundai as a big name in constructions and ship building. How and why he managed to do all that requires a separate post.
However, we do have enough space to squeeze in a little anecdote – when President Park was doing a spot check in one of the construction sites that Hyundai was given the contract to build (if only our ministers do that), the President was shocked to learn that Chung Ju Yung sleeps on site with his men, thus gaining the confidence of the President for future nation building civil projects.
Hyundai didn’t have it easy, even though imports were banned in Korea. It still had to compete with Shinjin Motors (later became Daewoo, now part of GM), Asia Motors (later absorbed into Kia), and Kia Motors – all were funded by the government, but with strict and nearly impossible targets to export because the country desperately needed foreign currency.
Shinjin partnered with Toyota to assemble Coronas, Asia partnered with Fiat to assemble the Fiat 124, while Kia paired up with Mazda to build the Familia. Meanwhile, Hyundai worked with Ford.
The first car built by Hyundai was actually a Ford Cortina, in 1968. It was a start but Chung Ju-Yung felt that building cars that don’t belong to them doesn’t guarantee long-term profitability.
Ford wanted to make Hyundai part of Ford’s global empire, using Korea to assemble Ford engines, putting them into Australian-made Ford chassis before exporting the finished cars to Japan.
However, Chung felt Ford’s plans was an insult to Hyundai and to Korea. The Koreans were still poor, but they had massive egos. The only consolation was that their pride was matched by their incredibly hardworking attitude.
Chung dissolved the partnership with Ford in 1973, and formed technical alliance with Mitsubishi, which granted Hyundai greater freedom – an arrangement that Chung preferred.
Hyundai’s first self-developed car was the 1975 Hyundai Pony. It was designed by Giorgetto Giugiaro, thus explained why the flat panels and sharp lines were reminiscent of the VW Golf Mk1.
At this point, the running of Hyundai Motor was passed to Chung Ju Yung’s younger brother Chung Se Yung, who speaked much better English and was better suited to take the Hyundai brand to the world.
Of course, like all chaebols, things got really complicated in the following decades, and during the 1997 Asian Financial Crisis, Ju Yung had to force his brother and nephew off Hyundai Motor, and installed his son Chung Mong Koo as Chairman.
But Mong Koo is not your average 2G (Asian description children with inherited wealth) guy, both for better and for worse. Like sons of many chaebols, he has his own controversies and run-ins with the law – all finance related. Life was hard in the Chung family, despite their wealth.
The father didn’t allow any of his children to be chauffeur-driven to school. They had to take the bus, and were given very little allowance money, which their mother had to secretly supplement. Breakfast begins at 6 am and he expects all his children to be up by then. By 7 am, the sons will accompany their father and walk 4 km to the Hyundai headquarters.
Yes, one of the richest man in Korea walked to work. Of course, his sons no longer follow such eccentric work habits, and that’s a good thing.
If Chung Ju Yung started Hyundai Motor, then his son Chung Mong Koo was the one who brought Hyundai’s quality up to Toyota’s standards.
An engineer by training, Mong Koo vastly improved Hyundai’s manufacturing processes to allow the company to offer the famed Hyundai 10-year/100,000 miles (161,000 km) warranty in the US.
For his work in elevating Hyundai’s quality, he became the first Korean to be inducted in USA’s Automotive Hall of Fame.
An unexpected nod of approval from Germany – the Winterkorn incident
It was the 2011 Frankfurt Motor Show, four years before Dieselgate blew up, when Volkswagen Group’s CEO Prof. Dr. Martin Winterkorn was still emperor of Germany’s powerful car industry empire. But before he was CEO, Winterkorn was an engineer who can’t resist the temptation to examine his competitor’s products at a motor show.
Before Dieselgate, the ‘Winterkorn incident’ was VW’s biggest public relations gaff, one that Hyundai was an unintended beneficiary, bringing it a far higher PR mileage than all of its ad budgets combined.
The Winterkorn incident refers to a viral video of Dr. Winterkorn walking up to Hyundai’s booth at the motor to check out the i30. Winterkorn was seen taking out a paint thickness gauge to inspect the boot lid, before getting into the driver’s seat.
Unknown to him (or maybe he didn’t care), someone was filming him and jumped into the back seat. The video captured him mentioning that even the wipers are hidden from view (like many VW cars). He inspected the steering rack, which he immediately summoned VW’s designer Klaus Bischoff.
In his typically demanding manner, Winterkorn barked “Bischoff!,” who quickly walked over. “This doesn’t rattle,” pointing to the Hyundai steering wheel. “BMW can’t do it, we can’t do it.”
“We had a solution, but it was too expensive,” answered Bischoff. Unhappy with the answer, Winterkorn snapped back “Warum kann’s der?” – How can they do it then?
What many didn’t know was that Hyundai’s then Vice-Chairman Chung Eui Sun was also present at the booth, and the groundwork to challenge the best of Germany was already being laid.
Unlike his father, Eui Sun had a more public-relations-friendly personality, and harbours very different ideas of making the Hyundai brand truly global, something which we are starting to see now. He was recently promoted to Chairman earlier this year.
Unlike his father, Eui Sun is fluent in English, and is comfortable in engaging with foreign media. Being younger, he also has a more cosmopolitan worldview, rather than a very Korea-centric one.
While his engineer-trained father was more into manufacturing, Eui Sun was more right-brained, and worked to grow the Hyundai and Kia brand, as well as its design.
It was during his tenure as President of Kia that he lured Audi’s Peter Schreyer to be Kia’s head of design, and later Chief Design Officer for the wider Hyundai Motor Group.
Up until then, Hyundai was a very inward looking company and appointing a foreigner into a key management position was almost unheard of, but Eui Sun knows that to be a truly international company, it needs to hire the best, regardless of nationality.
Frank Ahrens, author of Seoul Man and former Vice President of global corporate communications of Hyundai Motor – also the first non-Korean to hold such position – wrote in his book that during his tenure in Seoul, Eui Sun would travel in a dark blue limousine, which at that time, was a Hyundai Equus (now succeeded by Genesis G90).
The choice of colour doesn’t mean anything to any casual foreign observer but it was radical in Korea’s stiff corporate culture, where there’s an unspoken rule that only black limousines can be used for businesses.
The younger 3G heir of Hyundai has a streak of rebellion in him, all while complying with Korea’s complex cultural norms.
Under Eui Sun, we now have slick and sophisticated global marketing materials like the one above, highlighting Hyundai’s unique heritage.
Hyundai remains the only car maker that makes not just its own engines and transmissions, but also its own steel for the car’s body, and thanks to its construction business, it also builds its own factory. Not only that, even the ships and ports where the finished cars are shipped out, are also built by Hyundai.
It was also during Eui Sun’s tenure as Vice Chairman of Hyundai Motor Group that the Genesis brand was created. If Eiji Toyoda initiated the Flagship 1 project to create Lexus, to challenge the best of Mercedes-Benz, then Eui Sun founded Genesis to challenge not just Lexus, but also Mercedes-Benz.
Nearly all major automotive media in the US recognized the G90 as more than a credible alternative to an S-Class. Not bad for a brand that started in 2015 (before that, Genesis was a model name).
Like the early days of Lexus, the Genesis brand is characterized by large capacity engines and a very US-centric model line-up. This is understandable as the US is still the world’s most important luxury car market, and it’s only logical to establish a firm footing there first before expanding elsewhere.
Next year, Genesis will be launched in China, to be headed by ex-Mercedes-Benz Vice President Markus Henne, adding to yet another foreign hire under Eui Sun’s watch.
The story of Hyundai’s transformation from a mere workshop to a world-class automaker that now challenges the best of Mercedes-Benz, all achieved in less than 50 years, is also a story of Korea’s dramatic transformation.
How Korea lifted itself up from being one of the poorest countries in the world to becoming the world’s most digitally connected country in just three generations, when only 20 percent of country’s mountainous landscape can be used for agriculture and living, is worth a separate story, but we will keep that for another day.The Rise of Korean Automakers in India –
Post Globalization, Global MNCs were allowed to set up shop in the sub-continent. While many MNC OEMs entered into the Indian market, only a few could make a significant impact in the overall sales. Maruti Suzuki has been a forerunner in the Indian Passenger Car Market and challenging it’s dominance in the highly monopolistic and government-regulated industry during the late 1990s was an impossible feat. However, only 1 OEM could present a tough fight to the leader – HYUNDAI. And the product that led Hyundai’s onslaught was Santro! This so called ‘Small Car’ made such a big impact that it helped Hyundai achieve over 10% Market Share right within the first year of Hyundai’s operation! It not only helped the Korean Auto Major achieve record breaking sales, but also strong profitability at an unprecedented pace.
While other Global OEMs were focusing on bringing in their sedan-based lineups into the Indian market, Hyundai’s understanding of the Indian market was better and launched the entry segment car Santro which helped it gain significant volumes right from the launch. While Global biggies Ford, GM & Honda had largely assembly operations in the 1990s; Hyundai made huge investments to set up ‘integrated manufacturing’ operations with localisation levels of over 80% in the first year itself!
Hyundai has also been known to offer latest technologies & features since day 1! Technology such as multi-jet fuel injection (vs. prevalent carburettors), Euro-2 compatible models, and power steering (prevalent only in high-end models then) was offered from Santro itself. Hyundai also started with a relatively large network of 75 dealers, covering 90% of the market (by volume) by reducing its outlet size to lessen the upfront investments required and ensure dealer viability. Hyundai’s decision to go solo (as against opting for JV partnerships with Indian houses as others did) together with strong and quick support from all global departments (R&D, finance, marketing, etc) facilitated the company’s keen focus, and organisational speed and agility in India.
Hyundai India commanded a Market Share of 17% in the first half of 2020 (Source). The new entrant Kia’s Market Share too shot up to 6% within just 1 year of its operation. Kia Motors which debuted in the Indian auto market in August’19 with its Seltos Mid-SUV, has stormed into the list of top five carmakers in the country in terms of market share in FY 2021 as of now. It has left behind established players like Toyota Kirloskar and Honda Cars India when many carmakers are struggling to tackle the slowdown.
The Korean duo (Hyundai + Kia) has now captured almost one-fourth (25%) of the Indian Passenger Vehicle market and is undoubtedly the most aggressive lot.
We present the Top 10 cars in India in terms of Safety as rated by Global New Car Assessment Program (GNCAP) agency.
Safety has been an ignored aspect for a long time in Indian cars. As consumers too; we have been more concerned about the cost and features in a car; rather than our own safety. A total 4,37,396 road accidents were recorded across India in 2019 – which resulted in the death of 1,54,732 people and injuries to another 4,39,262. This statistics is startling and one of the highest in the world!
Global NCAP under #SaferCarsForIndia programme has tested a range of cars for Adults & Child Occupants Safety over a period of years. We present this report as per the results released of its latest round of crash test.
As per the Global NCAP ratings – Mahindra XUV300 emerged as India’s Safest Car! The Sub-4m Compact SUV scored five stars for adult occupancy (scoring 16.42/17) and four stars for child occupant protection (scoring (37.44/49). The model also won Global NCAP’s first-ever Safer Choice award.
Tata Altroz ranked second and was India’s safest hatchback. It received 5-star rating for adult occupant protection (16.13/17) and three stars for child occupant safety (29/49).
Tata Nexon was the first Indian production car to receive a 5-star in the Global NCAP safety rating and ranked third in this list. The model scored 16.06 out of 17 for adult occupancy and Nexon’s child-occupancy rating is three stars (25/49).
Mahindra Marazzo ranked fourth in the list and recorded a 4-star rating with scores of 12.85 out of 17 in adult safety and 22.22 out of 49 in child occupancy. Marazzo is hence now India’s Safest MUV/MPV.
VW Polo with dual airbags managed a 4-star rating for adult-occupant protection (12.54/17) all the way back in 2014 and scored three stars for child occupant protection (29.91/49).
Tiago & Tigor were Tata’s third presence in the list and with this Tata has the highest number of models in the safest cars category. Tiago/Tigor scored 12.52 out of 17 for adult occupancy and a 3-star child occupancy rating with score of 34.15/49.
Brezza is the safest Maruti Suzuki offering and rated 4-star for adult occupancy (12.51 out of 17) and two stars for child occupancy (17.93 out of 49).
Maruti Suzuki Ertiga could garner a rating of 3-star for adult occupancy (9.25/17) and three stars (25.16/49) for child occupancy.
Ford Figo Aspire got a 3-star rating for adult occupancy (10.49/17) and a 2-star child-occupancy rating (14.22/49). This is the only Ford car in the Top 10 list.
Renault Duster made it to the Top 10 list with three stars for adult occupant safety (9.0/17) and two stars for child occupant safety (17.75/49).
Indian OEMs made a stellar progress and 4 out of Top 5 were Indian MNCs! We appreciate the way Mahindra & Tata have made major inroads to make their car safer and rank in the top of the safest cars list.
Honda Cars India stepped in the Indian soil way back in 1995 and set up its first manufacturing plant at Greater Noida in 1997. Honda Motor Company had entered the Indian market by a Joint Venture with Usha International Ltd and the JV company was initially called as Honda Siel Cars India Ltd. Usha International later divested its shares in the company in 2012 and the company was now called Honda Cars India Ltd.
The initial capacity of the Greater Noida plant was 30,000 cars per year; which was later increased to 50,000 cars on a two-shift basis. The capacity was further enhanced to 100,000 units annually in 2008. This expansion led to an increase in the covered area in the plant from 107,000 square metres (1,150,000 sq ft) to over 130,000 m2 (1,400,000 sq ft). Honda set up its second plant in India at Tapukara in Alwar District of Rajasthan, spread over 450 acres (1.8 km2) with an investment of ₹3526 crores!
Honda has been successful in selling one of the longest running sedan nameplate in India – City. The sedan marked Honda’s entrance in the Indian market in 1998 and it quickly became a success and one of the top selling cars in its segment. It helped Honda establish itself as a premium car maker in the Indian market and customers used to look up to the brand with admiration. It had the Japanese Durability, Quality & Reliability and won many fans over these years. However; it was often criticized for not having a diesel model in the portfolio and later the brand was questioned for its varying quality levels in the models. The OEM is still dependent on Sedans for its sales volumes – In Oct’20; over 83% of Honda’s volumes came from its sedans (Amaze, City & Civic).
We shall explain through the Lifecycle Analysis on how the Honda Models made the brand it its today –
1. Discontinued Models:
Accord Old (Jun’01 to Oct’14) – The Global 8th Gen Accord was launched in India in 2001 and it was primarily the model which was assembled in Thailand. The model was one of the most luxurious and spacious car of its era and attracted a lot of buyers. Honda sold around 37,362 units in the 13 years lifetime. Honda surprisingly decided to let go the nameplate in India as the Global 9th gen Accord was launched elsewhere.
Brio (Sep’11 to Mar’19) – Brio was introduced in 2011 and since then became the smallest car in Honda’s global line-up! The model was manufactured from Honda’s Greater Noida plant and over 80% of its parts were sourced from Indian suppliers! It helped Honda launch the model at a starting price of ₹3,95,000. The Brio’s planned launch in India was delayed from early 2011 due to the 2011 Japan earthquake and tsunami. However; the model saw good demand initially – But, sales took a hit again when Honda’s Thailand plant had to shut down due to the massive Bangkok floods. Critical components for the Brio come from Thailand and hence its Indian production stopped for more than a month, resuming only on 15 February 2012. The sales took off and the model registered its all time highest monthly sales in Mar’12 when 6,355 Brio were sold in that month! However; Brio volumes dipped year after year and Honda decided to discontinue the model in February 2019, leaving the Amaze as the entry level offering for the Indian market.
Civic Old (Jun’06 to Feb’13) – It was undoubtedly Honda’s most futuristic model in the Indian lineup and won many fans to the brand. The Global Eight Gen Civic was launched in June’06 and was an instant hit! The model sold a crazy 19,075 units in its first 12 months with an average monthly volume of 1,590 units/month. However; Honda decided to shelve the model in Feb’13 and could never bring the Global 9th Gen model to Indian soil which was such a disappointment for the Indian fans.
BRV (Apr’16 to Jan’20) – The model shared its platform with the second-generation Mobilio, which itself was based on the lengthened Brio platform. As the model shared many bits from the cheaper sibling Brio – It received a lot of flak and in a way was demeaning to Honda brand. The model didn’t perform as per expectations and was discontinued just within 4 years of launch. It anyhow sold just 39,148 units during its lifetime in the Indian market.
Jazz 1st Gen (May’09 to Feb’13) – It wouldn’t be wrong to say that the 1st Gen Jazz was way ahead of time and practically India’s first Premium hatchback! Honda had launched the Jazz in India in 2009 with 26 percent import content which led to high initial cost of the car. Even though the customers admired the model; they weren’t just ready to pay the price premium for a ‘hatchback’. The model sold just 23,173 units until Feb’13.
Mobilio (July’14 to Mar’17) – The Mobilio was introduced into the Indian market in July 2014. It was based on the Brio platform and that became the model’s biggest problem. The model had all the essential bits and practicality of an MPV – However; the cost and similarity with Brio wasn’t accepted by buyers and couldn’t sell well in the subcontinent. Only 40,793 units were sold during its lifetime.
Accord New (Oct’16 to Sep’17) – In a desperate bid to regain its premium tag; Honda decided to renew Accord nameplate for the Indian market. The hybrid avatar of the model was launched and the steep initial price just nailed the coffin. The model couldn’t even sell 100 units in its second run in the Indian market and was discontinued within 1 year of its launch!
List of Honda Cars models currently on sale in India –
Honda City – City nameplate has been synonymous with brand Honda in India. City was built on Honda’s Global Small Car platform, which is shared with the Fit/Jazz globally. The sedan marked Honda’s entrance in the Indian market in 1998 and it quickly became a success and one of the top selling cars in its segment. It came with a 1.3-litre and a 1.5-litre engine.Sales of the City in India contributes to 25 percent of global sales and the City has been Honda’s best selling model in India right since beginning. Even now there are months; where City sales have been very similar to that our much cheaper Amaze sedan. The City in the past 22 years has gone multiple changes (5 generations to be precise) and the same has been evident on the overall sales of the model –
Do note that City has been the ultimate segment leader right since inception and the Market Share have gone to all time high in 2004-05 period. Even as on date; City commands a Market Share of 34% and hasn’t left the throne. Very few models in the Indian market can boast of such consistency. However; the overall segment volumes have dropped over time and has resulted in tapering sales numbers for the marque.
Honda CR-V – The global second generation was launched in the Indian market in 2003 (as a CBU). The car was powered by a K24A1 engine, it was a 2-litre motor capable of producing 160hp of power and about 190Nm of peak torque. Though the car for south-east Asia was detuned and it produced 150hp of power and same torque figures. CR-V can be termed as India’s First Compact Crossover or Soft Roader SUV. While the buyers in the premium segment were aligned towards Sedans, CR-V did a phenomenal job to pull them towards SUVs. The model saw 5 generation changes and the current model is 5th generation in the iteration.
Honda Amaze – Honda launched the Amaze in India in April 2013 and was developed at Honda R&D Asia Pacific Co., Ltd. situated at Bangkok, Thailand. It is also the smallest sedan in Honda’s global line-up. Amaze was Honda’s first diesel offering in India. The Amaze, now in its second-generation, is currently Honda’s largest selling model in India. The model has sold over 4.16 Lakh units till date and has been the OEMs second most successful car in the Indian market (after City).
Honda Jazz (New) – Inspired by Hyundai i20’s success; Honda was eager to renew the Jazz nameplate and relaunched the model in June 2015. This time Honda bought it in both Petrol & Diesel engine configurations. Also CVT automatic was offered in Petrol. It worked really well and sold 44,742 units in the first 12 months of the launch. However; Maruti launched the Baleno in October 2015 and snatched the party. Jazz just couldn’t compete with the feature loaded and much cheaper Maruti offering. Also Hyundai had aggressively pushed i20 dispatches to avoid consumers moving away from the brand. The sales eventually faded for Jazz and Honda’s inaction in terms of revising the price/features costed it dearly. Even the Mid-life Facelift (launched in 2020) didn’t boast of major price/feature upgrades.
Honda WR-V – WR-V was Honda’s answer to the Sub-4m Compact SUV race. Based on the Jazz platform; Honda had beefed up the model to look more muscular and added a Sunroof along with higher ground clearance. Similar to all Honda models; even WR-V received tremendous response and garnered 23,000 booking in less than four months after launch. The model outsold the sibling Jazz and gave hopes of revival to Honda. However; the lame petrol engine and unavailability of automatic option led to the downfall and the model couldn’t protect its share from the likes of Nexon, Venue or Brezza. The sales is currently averaging to just 743 units / month (FY21).
Honda Civic (10th Gen) – In lieu to get its premium brand tag back; Honda decided to bring in the Civic nameplate again to the Indian market. But the timing couldn’t have been more wrong – Even though the model emerged as the segment leader; the volumes have been negligible. Only 6,010 units were sold since the model was launched (in the past 20 months). With the oust of Accord; Civic now remains the costliest Honda sedan to be on sale in India.
Honda Cars dependency on Sedans has been perennial. While it started out its journey with City; it is now relying on Amaze for volumes. But the Indian market has gone through a lot of change and the consumers are now aligned towards SUVs. Honda has a tremendous brand equity and is still revered for the Japanese reliability. So; what does Honda need to gain a stronger foothold in the Indian market? We believe all of us know the answer.